Bosch Motorsport ECU MS 15 Sport Calibration Guide

Bosch Motorsport
ECU MS 15 Sport
Calibration Guide
Content
Content
1 Introduction ........................................................................................................... 5
1.1 Basic information about the MS15 Sport calibration guide ......................................5
2 Naming convention ................................................................................................ 6
3 Before starting the engine..................................................................................... 8
3.1 Check electronic connections of the Harness ...........................................................8
3.1.1 Mandatory power supply wiring .................................................................................... 8
3.1.2 Correct connection order of the injectors..................................................................... 8
3.2 System overview......................................................................................................10
3.3 Basic calibrations ....................................................................................................11
3.3.1 Injection quantity ........................................................................................................ 11
3.3.1.1 Engine Start quantity (STRT) ................................................................................11
3.3.1.2 Friction quantity (QFRI) ........................................................................................14
3.3.1.3 Fuel limitation (FLIM)............................................................................................16
3.3.1.4 DRIVER DEMAND VIA PEDAL (DRIV) .....................................................................20
3.3.1.5 Energizing time map (DINJ) ..................................................................................22
3.3.2 Begin of injection angle (BIMI).................................................................................... 23
3.3.2.1 Engine start beginning of injection angle ..............................................................24
3.3.2.2 Normal operation beginning of injection angle .....................................................26
3.3.3 Rail pressure (FPSC) ................................................................................................... 29
3.3.3.1 Start mode rail pressure set point ........................................................................30
3.3.3.2 Normal operation rail pressure set point ..............................................................33
3.3.3.3 High pressure pump calibration ............................................................................36
3.3.3.3.1 Rail pressure PID governor (FPC3).................................................................36
3.3.3.3.2 HP pump characteristic curve and pre-control map (FPC3) ..........................37
3.3.3.3.3 Maximum HP pump control ratio (FPC3) .......................................................39
3.3.3.3.4 Minimum / maximum HP pump DC control command (FPC3) .......................39
3.3.3.3.5 HP pump control during engine start .............................................................40
3.3.4 Air System ................................................................................................................... 40
3.3.4.1 Cylinder volume (CIAM) ........................................................................................40
3.3.4.2 Boost pressure (BPCO).........................................................................................41
3.3.4.2.1 Boost pressure set point ................................................................................41
3.3.4.2.2 Initial calibration for boost pressure pre-control command...........................45
3.3.4.2.3 Limitation of turbocharger actuator duty cycle ..............................................47
3.3.4.2.4 Boost pressure closed loop activation ...........................................................48
3.3.4.2.5 Limitation of I-part duty cycle.........................................................................49
3.3.5 Cylinder number (CMOL) ............................................................................................ 49
3.3.6 Engine Speed .............................................................................................................. 50
3.3.6.1 Low idle speed set point (LISC) ...........................................................................50
3.3.6.2 low idle speed controller ......................................................................................51
3.3.6.3 High idle speed set point (HISP)...........................................................................52
3.3.7 Sensor calibration ....................................................................................................... 54
3.3.7.1 Reset button (ERST) .............................................................................................55
3.3.7.2 Battery voltage (EBAT) ..........................................................................................56
3.3.7.3 Accelerator Pedal (EAPP)......................................................................................58
3.3.7.3.1 Pedal adjustment............................................................................................58
3.3.7.3.2 Ratio between both pedal potentiometers.....................................................60
3.3.7.3.3 Fault handling for acceleration pedal .............................................................60
3.3.7.3.4 Automatic adjustment of accelerator pedal ...................................................61
3.3.7.4 Vehicle speed sensor (EVSS) ................................................................................62
3.3.7.5 General calibration settings for temperature and pressure sensors ....................63
3.3.7.5.1 Sensor activation ............................................................................................63
Introduction
3.3.7.5.2 Fault handling .................................................................................................63

3.3.7.5.3 Fault / heal debouncing ..................................................................................65
3.3.7.5.4 ECU pin selection ...........................................................................................65
3.3.7.5.5 Sensor characteristics ....................................................................................65
3.3.7.5.6 Signal filtering.................................................................................................66
3.3.8 Basic settings for engine speed evaluation and synchronization ................................ 66
3.3.8.1 Mechanical flywheel requirements........................................................................66
4 Check of correct injection order ......................................................................... 68

4.1 Use of RMTC function to check correct injection order ..........................................68
5 Cranking of the engine (no injection) ................................................................. 70
5.1 Error check ..............................................................................................................70
5.2 Avoid fuel injection during synchronization check ..................................................71
5.3 Detection of calibrated position of TDC cylinder 1 .................................................72
5.4 Check synchronization setup ..................................................................................73
5.4.1 Check crankshaft signal polarity ................................................................................. 73
5.4.2 Position of segment synchronous interrupt ................................................................ 74
6 Fire the engine ..................................................................................................... 77

6.1 Engine does not reach idle speed ...........................................................................79
6.2 Engine starts with big overshoot in engine speed ..................................................80
6.3 Calibration of low idle controller ............................................................................81
6.4 Rail pressure is oscillating in idle speed .................................................................83
6.5 Updates of load/engine speeds limitaions ..............................................................83
6.5.1 Updates of high idle speed set point and cut-in engine speed of high idle controller 84
6.5.2 Updates of injection fuel quantity limitations ............................................................. 84
6.6 Calibration of rail pressure controller .....................................................................85
6.7 Calibration of boost pressure controller .................................................................87
6.7.1 Boost pressure setpoint optimization ......................................................................... 87
6.7.2 Calibration of boost pressure control parameters ...................................................... 89
6.7.3 Calibration of boost pressure pre-control map........................................................... 91
6.7.4 Calibration of boost pressure controller in large window........................................... 92
6.8 Calibration of friction map ......................................................................................93
6.9 Calibration of necessary fuel quantity limitations (Torque, HighIdle, Smoke)........95
6.9.1 Torque limitation ......................................................................................................... 95
6.9.2 Smoke limitation ......................................................................................................... 99
6.9.3 High idle speed.......................................................................................................... 100
6.10 Adjust injection timing regarding cylinder pressure at part load ..........................101
6.11 Calibration to improve the engine performance ...................................................105
6.12 Bosch Motorsport support ....................................................................................106
4
Introduction
1 Introduction
This is a guide explaining how to get started with calibration of the MS15 system. The following
steps will be necessary and should follow in the below mentioned order. This guide does not re-
place the MS15 documentation but serves as a guide on how to get started with the application
work. With this guide it should be possible to achieve a stable calibration, this guide does how ever
not include all aspects of calibrating the MS15 system so there will be room for improvements and
individual calibration.
IMPORTANT
This guide only contains suggestions and advices on how to make an engine calibration. It is not
necessarily the best way or the only way to do it and it might not even fit your current hardware
setup. Bosch Motorsport is not liable for any damages caused by following this guide, not to
equipment or persons.
1.1 Basic information about the MS15 Sport calibration

guide
EXCEL calibration help files
In some chapters there are tables and graphs showing recommendations for calibrations with a
hyperlink below. All showed tables and graphs are based on excel.
The corresponding excel files are part of the installation CD. In case you want to use one of these
excel files in order to individually adjust a calibration value/curve/map offline – not using Modas
Sport – you can easily use the corresponding excel file. Just adjust the calibration data inside the
excel file to your personal needs and copy the new data from the excel file to MODAS Sport.
All excel files are stored by the installation routine to folder “CalibrationHelp”.
MODAS Sport configurations

For most of the chapters you can find pre-defined configurations for MODAS Sport, containing the
most important calibration and measurement values to perform the necessary calibration. You can
individually change (add / remove) values or the way they are displayed inside the configuration.
It is recommended to use these configurations as a starting point for the different calibration ac-
tions that need to be performed.
The MODAS Sport configurations are stored by the installation routine to folder “MODASS-
port_Config”.
GREY MARKED parts in the calibration guide

Some parts of the calibration guide are written in grey color. These parts of the calibration guide
are additional support informations that you normally do not have to take into consideration. The
parts described in grey should be already well calibrated with the default calibration.
In case these parts anyway do not fit to your engine please follow the given advices to adjust them
individually.
5
Naming convention
2 Naming convention
The naming convention in the MS15 is developed for ease of use and conclusiveness. In the MS15
system are two basic groups of values that you can access using the calibration tool MODAS Sport:
1) CALIBRATION labels and
2) Measurement variables.
The two types of values are distinguished by the case of the letter with which their names are writ-
ten:
1) UPPER CASE for CALIBRATION LABELS and
2) lower case for measurement variables.
The naming structure of each value (CALIBRATION and measurement) is equal to the following
naming conventions having three or four groups of letters separated by a ‘_’ like this:
ffff_u(_dddd)_t
a) The ‘ffff’ part is an abbreviation of the function which the value is a part of.
For example fqsc is the functions abbreviation for ‘Fuel Quantity Setpoint Calculation’ or in plain
English: Injection quantity.
This part of the name can be between four and six letters; normally it is four letters though.
b) The ‘u’ represents the unit of the value, for example a ‘t’ for temperature or ‘p’ for pressure.
c) The following optional letters ‘dddd’ is an extra description to distinguish values of the same
function with the same unit from each other.
d) The‘t’ is data type, for example ‘w’ for word (2 byte data length) or ‘b’ for bit.
Following there are some examples of both value types CALIBRATION LABEL and measurement
variable:
CALIBRATION LABELS:
BIMI_PHI_BASE_MAP
BIMI = Begin of Main Injection
PHI = Physical value “Angle”
BASE = Description
MAP = Data type “Map”
This is the map containing the injection angles of the main injection depending on the engine load
and engine speed.
LISC_N_BAS_CUR
6
Naming convention
LISC = Low idle set point calculation

N = Physical value “Engine speed”
BAS = Description
CUR = Data type “Curve”
This is the curve containing the low idle speed set point depending on engine temperature.
Measurement variables:
efts_t_w
efts = Evaluation Fuel Temperature Sensor
t = Physical value “Temperature”
w = Data type “word”
This is the fuel temperature in word format.
fpsc_p_w
fpsc = Fuel Pressure Setpoint Calculation
p = Physical value “Pressure”
w = Data type “word”
This is the calculated set point of the fuel pressure in the rail.
All Function abbreviations are listed in Appendix A of the MS15 documentation.
7
Before starting the engine
3 Before starting the engine

This chapter describes the necessary checks and calibration settings that have to be performed
before the engine is fired the first time. Everything described in the following is done without inject-
ing fuel at any time!
All actions described in the sub-chapters are mandatory to ensure a good and safe start of the
engine, while fuel is injected for the first time controlled by the MS15 system.
3.1 Check electronic connections of the Harness

It is mandatory for all further actions that the electrical connections are correct. If there is a fault
with an electrical connection this must be fixed before anything else is performed.
If there are doubts that the electrical connections are correct, the electrical resistance of each
connection between ECU-pin and pin on the connector side to the component can be measured
using a multimeter. Two pins are electrically connected if the measured resistance value is 0[Ohm].
In any other case the two pins are not connected.
The information which pin on ECU side of the harness is connected to which pin on the component
side of it can be read in a harness sketch, which is provided by Bosch Motorsport.
Harness sketch MS15 Sport
Harness sketch MS15.1
Harness sketch MS15.2
3.1.1 Mandatory power supply wiring

The minimum wiring diagram gives an overview about the mandatory power supply connections
(including wiring of main relais), which are necessary to supply the ECU and all actuators in the
correct way.
From the following links please select the one that corresponds to your system in order to get more
detailed information.
Minimum wiring diagram MS15 Sport
Minimum wiring diagram MS15.1
Minimum wiring diagram MS15.2
3.1.2 Correct connection order of the injectors

The injector plugs have to be connected in the correct order to guarantee the correct firing order.
The following table helps you to find the correct connection.
The first row contains the firing order like it is labelled at the harness (in this order the SW controls
the injection order).
The second row contains the real firing order using the mechanical cylinder numbers.
In the end the table shows the correct connections between harness plugs and injectors read in a
column.
8
Example:
a) 4-Cylinder with firing order: 1-3-4-2
Firing order based on
harness-numbers 1 2 3 4 (5) (6)
mechanical cylinder position 1 3 4 2 - -
Connect cylinder plug of harness with number 1 to mechanical cylinder 1
b) 6-Cylinder with firing order: 1-5-3-6-2-4

harness-numbers 1 2 3 4 5 6
mechanical cylinder position 1 5 3 6 2 4
9
3.2 System overview

The MS15 system expects the mounting positions of sensors and actuators as shown in the follow-
ing linked system overview pictures. Please select the link which corresponds to your engine design
from the below standing table in order to get more detailed information.
NUMBER OF TURBO CONTROL ACTUATORS

System Overview Links
1 2 3
MS15 Sport n.a. n.a.

Link01
MS15.x* (Inline) --- Link03
4
MS15.x* (V-design – single rail
n.a. n.a. n.a.
NUMBER OF CYLINDERS
pressure controler)

---
MS15.x* (Inline) --- ---
5
MS15.x *(V-design – single rail
n.a. n.a. n.a.
pressure controler)

Link07
MS15.x* (Inline) --- Link09
6
Link10 Link11 Link12
pressure controler)
MS15 Sport n.a. n.a. n.a.
MS15.x* (Inline) n.a. n.a. n.a.

8
n.a. Link13 n.a.
pressure controler)
* MS15.1 or MS15.2 according to injection system of the engine.
10
3.3 Basic calibrations

Before the engine can be started for the first time some important calibration settings have to be
done. The following sub-chapters contain the names of the concerned CALIBRATION LABELS and
explain the action that has to be performed to achieve a good calibration.
3.3.1 Injection quantity

A diesel engine is basically controlled by the injected fuel quantity. The higher the injected fuel
quantity, the more torque and power the engine has. A diesel engine has no throttle valve, so the
engine always has the maximum amount of air in the cylinders and like this all fuel which comes to
the cylinder will burn and speed up the engine. Because of this it is easily possible to over speed
and damage the engine seriously in case the engine is not stopped by an external engine break
function as backup – like on a dyno.
Additional to the external engine break from the dyno there are some possibilities in calibration to
avoid over speeding.
The engine performance (fuel injection quantity) has to be influenced / limited by the calibration of
several functions in order to avoid damage to the engine. All functions that have an influence on the
injection quantity are calculated at the same time and depending on different conditions one of the
function-outputs becomes valid.
Before starting the engine the first time it is very important to check and calibrate all functions
correctly in order to avoid possible damages to the engine.
The target of the following sub chapters is to calibrate (limit) the different functions in a way, that it
is possible on the one hand to start the engine and to reach low idle control, but on the other hand
– and that is even more important - to avoid any uncontrolled over speeding or other damage of the
engine! Let’s go…
3.3.1.1 Engine Start quantity (STRT)

Affected CALIBRATION LABELS:
STRT_N_OFF_CUR Engine speed threshold to switch start to normal operation

STRT_N_ON_CW Engine speed threshold to release start procedure
STRT_Q_MAP Fuel quantity for start procedure
Corresponding Excel-data: Calibration_StartQuantity.xls

Corresponding MODAS-Worksheet: EngineStart.mxws
The engine has different states in which it is controlled by the MS15. One of the states is the
“START”-state. During this state the engine speed is increased in order to reach the low idle speed.
STRT_N_ON_CW
To enter the start mode the engine speed has to be above the threshold STRT_N_ON_CW. The de-
fault calibration is 50[rpm], which is a good value.
11
Too small calibration: If the value is too low, the system could enter the start early mode due to
small glitches and then tries to inject fuel although the engine is not running.
Too high calibration: If the calibration is too high, e.g. higher than the engine speed with which the
starter is turning, the engine will never start, because no injections will be released.
STRT_N_OFF_CUR
The start mode is left when the engine speed (eess_n_avg_w) is greater than the coolant tempera-
ture (ects_t_w) dependant threshold.
The calibration of STRT_N_OFF_CUR has to be smaller than the low idle speed set point
(LISC_N_BAS_CW), which also depends on the coolant temperature (ects_t_w).
Too small calibration: If the calibration is too small the low idle controller has to react too much to
rev up the engine until it reaches the low idle set point, which will lead to an overshoot above the
low idle set point and a longer time until the low idle set point is controlled.
Too high calibration: If the calibration is too high, the engine is only controlled by start injection
quantity coming from the map STRT_Q_MAP. If the cut out speed for example is higher than the low
idle set point, the engine will rev up until the cut out speed. Afterwards the low idle controller will
reduce the quantity to lower the engine speed until the low idle set point is reached, followed by
undershoot of the engine. In this case the engine can stall. If the engine does not stall, the time
until the low idle speed set point is reached will be longer.
Rough recommendation: (Low idle set point [rpm]) – (Start cut out speed [rpm]) = 50[rpm]
STRT_N_OFF_CUR
[°C] -10 0 10 20 30 50
[rpm] 1350 1150 1050 950 950 950
X-axis - input: Engine temperature (ects_t_w)
1400
Engine speed to leave the
1300
1200
start mode [rpm]
1100
1000
900
800
700
600
-20 -10 0 10 20 30 40 50 60
Engine temperature [°C]
Graphic 1 (Calibration_StartQuantity.xls )
12
STRT_Q_MAP
The map STRT_Q_MAP contains the calibration of the necessary injection quantity to rev up the
engine for the first time after it is synchronized on starter speed.
To speed up the engine an open control mode is used, which injects fuel only based on engine
speed (eess_n_avg_w) and coolant temperature (ects_t_w) coming from STRT_Q_MAP.
Calibration hints:
a) Depending on engine friction it may be necessary to increase injection quantity to lower revs, in
order to speed up the engine sufficiently.
b) Due to increase of engine friction, injection quantity needs to be highly increased at low engine
temperature.
c) The injection quantity around the start-mode cut-out speed STRT_N_OFF_CUR should slightly
higher than the necessary friction quantity at low idle speed coming from LISC_N_BAS_CUR.
d) If the calibrated injection quantity is too small the engine will not speed up. There may be some
visible smoke at the exhaust indicating that some kind of combustion takes place. It also might be
possible to see a reaction to the injected fuel quantity in the cylinder pressure.
e) If the calibrated injection quantity is too high this will have an influence on the noise coming from
the combustion, and the engine speed might rise too much above the low idle speed set point. The
noise also is influences by the beginning of injection angle. Both – injection quantity and beginning
of injection angle – always have to be adjusted depending on each other!
The following map contains a calibration proposal for a 4 cylinder 2.0l engine to give a rough esti-
mation of the calibrated values. These values can be taken as default calibration to check the engine
start. According to the above given hints the map has to be adjusted more precisely for the used
engine:
13
STRT_Q_MAP
[mg/str]
0 100 250 400 700 850 950 1100 [rpm]
-30 45.1 45.1 45.1 45.1 43.4 40.3 37.4 33.2
-10 30.9 30.9 30.9 30.9 30.9 29.7 27.5 24.5
0 25.4 25.4 25.4 25.4 25.4 25.4 25.1 22.6
10 20.7 20.7 20.7 20.7 20.7 20.7 20.3 18.9
20 18.8 18.8 18.8 18.8 15.1 14.2 13.6 13.3
40 18.8 18.8 17.9 17.9 14.0 13.1 12.6 12.2
80 16.9 16.9 15.9 15.7 11.2 10.2 10.1 9.9
100 15.7 15.7 15.6 15.4 10.7 9.8 9.7 9.6
[°C]
X-axis - input: Engine speed (eess_n_avg_w)
Y-axis - input: Engine temperature (ects_t_w)
45.0-50.0
40.0-45.0
50.0
35.0-40.0
45.0
30.0-35.0
40.0
25.0-30.0
20.0-25.0 35.0
15.0-20.0 30.0
Start quantity
10.0-15.0 25.0
[mg/str]
5.0-10.0 20.0
0.0-5.0 15.0
10.0
5.0
0.0
-30
0
100
Engine 0
250
400
700
20
850
temperature [°C]
950
80
1100
Engine speed [rpm]
Graphic 2 (Calibration_StartQuantity.xls )
3.3.1.2 Friction quantity (QFRI)

QFRI_Q_FRICTION_MAP Friction fuel quantity map
Corresponding Excel-data: Calibration_FrictionQuantity.xls

Corresponding MODAS-Worksheet: FrictionQuantity.mxws
The friction quantity is the injection quantity the engine needs to run without load on different
engine speeds. The friction quantity depends on the coolant temperature (ects_t_w) and of course
on the engine speed (eess_n_avg_w).
The lower the coolant temperature ects_t_w the more injection quantity is necessary
14
The higher the engine speed eess_n_avg_w the more injection quantity is necessary
The friction quantity is calibrated in the map QFRI_Q_FRICTION_MAP.
At low idle of ~1000[rpm] the friction quantity of a warm engine is roughly about 5…7[mg/str].
QFRI_Q_FRICTION_MAP
[mg/str]
1000 1500 2000 3000 3500 4000 4500 5000 [rpm]
-30 6.0 6.3 6.6 7.3 7.6 7.9 8.3 8.5
0 5.6 5.9 6.2 6.8 7.1 7.4 7.7 7.9
40 5.0 5.3 5.5 6.0 6.3 6.6 6.8 7.0
60 4.7 4.9 5.2 5.7 5.9 6.2 6.4 6.6
80 4.4 4.6 4.8 5.3 5.5 5.7 5.9 6.1
100 4.1 4.3 4.5 4.9 5.1 5.3 5.6 5.7
110 4.0 4.2 4.4 4.8 5.0 5.2 5.4 5.5
[°C]
X-axis - input: engine speed (eess_n_avg_w)
Y-axis input: engine temperature (ects_t_w)
8-9
7-8 9
6-7 8
5-6
7
4-5
3-4 6 Friction quantity
2-3 5 [mg/str]
2
Engine -30
5000
4500
4000
3500
40
3000
temperature
2000
80
1500
1000
[°C] 110 Engine speed [rpm]
Graphic 3 (Calibration_FrictionQuantity.xls)
As soon as the engine is running stable with low idle speed, the calibration of the friction quantity
can be done easily using the low idle controller. The low idle speed setpoint (LISC_N_BAS_CUR) is
set to the different engine speed set points of the map QFRI_Q_FRICTION_MAP. The injected fuel
quantity that is calculated by the ECU to run at the desired low idle speed set point (lisc_n_w) is
equal to the friction quantity for the present conditions of engine speed and engine temperature
and can be calibrated in the map at the corresponding position.
15
3.3.1.3 Fuel limitation (FLIM)

FLIM_Q_TLIM_GMP Fuel limit map for torque limit

FLIM_N_TLIM_ACO Engine speed coordinates for torque limit maps
FLIM_T_TLIM_ACO Temperature coordinates for torque limit maps
FLIM_Q_SMOKE_MAP Smoke fuel quantity map
Corresponding Excel-data: Calibration_TorqueLimitation.xls

Calibration_SmokeLimitation.xls
Corresponding MODAS-Worksheet: Full_load_opti.mxws
The injected fuel quantity has to be limited in order to prevent the engine from
- Serious mechanical damage
- Pollution of smoke
- Over speeding
The torque limitation map FLIM_Q_TLIM_GMP is used to prevent the engine from mechanical dam-
age. The input values of the torque limitation map are
X-axis: engine speed (eess_n_avg_w)
Y-axis: boost temperature (ebts_t_w)
The smoke limitation map FLIM_Q_SMOKE_MAP is used to prevent the engine from smoke pollution
especially in transient phases during boost pressure (i.e. engine air feeding) build-up. The input
values of the smoke limitation map are
X-axis: engine speed (eess_n_avg_w)
Y-axis: calculated air mass flow (ciam_m_air_w)
16
Smoke limitation / Torque limitation on an engine load step (0% -> full load)
120 Transient phases : Full load reached : 3000

=> Boost pressure build-up => Boost pressure at high level
=> Fuel quantity limited by smoke limiation => Fuel quantity limited by torque limitation
100 2500
80 2000
Fuel quantity [mg/str]
Boost pressure [hPa]

flim_q_torque_w [mg/str]
flim_q_smoke_w [mg/str]
60 1500 fqsc_q_w [mg/str]
eapp_pv_w [%]
ebps_p_w [hPa]
40 1000
20 500
0 0
38,5 39 39,5 40 40,5 41 41,5
Time [s]
Graphic 4
In chapter “High idle speed set point (HISP)” is a description for the base calibration of the high
idle controller, which will control the fuel quantity depending on an engine speed limit in order to
prevent the engine from over speeding.
TORQUE Limitation FLIM_Q_TLIM_GMP

The map FLIM_Q_TLIM_GMP should be limited to a small value at engine start up, for example
30[mg/str] in all points. The system is then limited to 30[mg/str] under all conditions.
Furhteron the torque limitation can be also used to prevent too high engine speeds during engine
start up by simply setting the injection quantity limit to 0[mg/str] at revs e.g. >3000[rpm].
17
SMOKE Limitation FLIM_Q_SMOKE_MAP

To avoid smoke pollution especially in transient phases during boost pressure build-up, the injected
fuel quantity can be limited by the map FLIM_Q_SMOKE_MAP depending on engine speed and calcu-
lated air mass flow.
For the first start of the engine this map should have no influence at all as it is dedicated to smoke
pollution decrease during large transient phases. So it should be calibrated to a higher value than
FLIM_Q_TLIM_GMP in all points.
If the engine needs more fuel than calibrated in FLIM_Q_TLIM_GMP to start it, the value needs to be
increased accordingly. Make sure that the limit in map FLIM_Q_SMOKE_MAP is higher than in map
FLIM_Q_TLIM_GMP until you have finished the torque calibration. Only in case of excessive smoke
pollution the SMOKE-map can be used already to limit the injection quantity to avoid black smoke
(probably necessary at low engine revs and high engine load).
Calibration proposal of FLIM_Q_TLIM_GMP for first engine start:

FLIM_Q_TLIM_GMP
[mg/str]
0 500 1000 1750 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000 [rpm]
0 0,0 30,0 30,0 30,0 30,0 30,0 10,0 5,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
20 0,0 30,0 30,0 30,0 30,0 30,0 10,0 5,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
50 0,0 30,0 30,0 30,0 30,0 30,0 10,0 5,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
100 0,0 30,0 30,0 30,0 30,0 30,0 10,0 5,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
150 0,0 30,0 30,0 30,0 30,0 30,0 10,0 5,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
[°C]
Grouped axis setpoints (used also by the corresponding correction maps)

FLIM_N_TLIM_ACO
# 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
[rpm] 0 500 1000 1750 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000
Y-axis - input: boost temperature (ebts_t_w)

FLIM_T_TLIM_ACO
# 1 2 3 4 5
[°C] 0 20 50 100 150
60,0-70,0
70,0
50,0-60,0
60,0
40,0-50,0
30,0-40,0 50,0
20,0-30,0 40,0 Max. injection

10,0-20,0 30,0 quantity [mg/str]
0,0-10,0 20,0
10,0
0,0
4750
4250
Engine
3750
3250
temper
2750
ature
2250
150
1000
Engine speed [rpm]

50
[°C]
0
0
Graphic 5 (Calibration_TorqueLimitation.xls )
18
Calibration proposal of FLIM_Q_SMOKE_MAP for first engine start:

FLIM_Q_SMOKE_MAP
[mg/str]
0 1000 1750 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000 [rpm]
0,70 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
0,85 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
1,00 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
1,20 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
1,40 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
1,60 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
1,80 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
2,00 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
2,20 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
2,40 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
2,60 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
2,80 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
3,00 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
3,25 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
3,50 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
4,00 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0 150,0
[g/str]
Y-axis - input: calculated air mass (ciam_m_air_w)
140,0-160,0
120,0-140,0
100,0-120,0 160,0
80,0-100,0 140,0
60,0-80,0 120,0
40,0-60,0 100,0
20,0-40,0 80,0
0,0-20,0 60,0
40,0
Smoke [mg/str] 20,0
0,0
4,00
4500
3,00
3500
2,40
1,80
2500
Air mass [g/str]

1,20
Engine speed
0
0,70
[rpm]
Graphic 6 ( Calibration_SmokeLimitation.xls )
Basic hint: FLIM_Q_TLIM_GMP has to be calibrated by taking into consideration all the thermo me-
chanical requirements associated to your engine. By calibrating FLIM_Q_TLIM_GMP, the engine full
load is defined. As long as the calibration of FLIM_Q_TLIM_GMP is performed the smoke limitation
should be deactivated by using higher injection quantities in the map FLMI_Q_SMOKE_MAP than in
FLIM_Q_TLIM_GMP. Only when the torque map is well calibrated the calibrated injection quantity in
the smoke limitation map can be reduced in order to prevent the engine from black smoke in tran-
sient phases.
19
3.3.1.4 DRIVER DEMAND VIA PEDAL (DRIV)

DRIV_R_BASE_MAP Driveability map
Corresponding Excel-data: Calibration_DriverDemandViaPedal.xls

Corresponding MODAS-Worksheet: Driveability.mxws
The sensitivity with which the engine reacts on the acceleration pedal depends mainly on the injec-
tion quantity that is equal to a certain position of the accelerator pedal. The more fuel is injected
the more aggresiv the engine accelerates.
To achieve a comfortable behaviour of the engine to the acceleration pedal the injected fuel quan-
tity has to be shaped via the calibration map DRIV_R_BASE_MAP.
The injected fuel quantity is the result of the multiplication of the ratio coming from
DRIV_R_BASE_MAP (driv_r_map_w) and the present valid torque limited injection quantity coming
from FLIM_Q_TLIM_GMP (flim_q_tlimraw_w).
To achieve a good calibration a third virtual map should be used containing the injection quantity
which is the result of the multiplication of driv_r_map_w and flim_q_tlimraw_w. This injection quan-
tity is equal to the real injected fuel quantity (as long as no other limitations are active).
The following excel sheet contains these three maps and can be used to pre-set the acceleration
pedal sensitivity. As long as the shown graph, coming from the virtual map, is smooth and without
any big steps, also the sensitivity of the pedal will be smooth. The overall shape of the graph must
be adjusted engine individually and to the desires of the pilot(s).
The final calibration of the drivability map DRIV_R_BASE_MAP is only possible after the calibration of
the torque limitation is finished. It must be done with the engine mounted in the car together based
on the feedback of the pilot(s). In order to achieve also during calibration the most comfortable and
sensitive response of the engine to the acceleration pedal the calibration of DRIV_R_BASE_MAP
should be checked from time to time when the torque map is changed during the calibration proc-
ess.
Hint: In order to adapt the engine sensitivity and power to different conditions (e.g. Circuit Racing:
dry track, wet track, qualifying; or Ralley: tarmac track, gravel track, sand track) it is possible to
influence the engine torque by different settings for the acceleration pedal response in a second
step using different engine mappings. The selection of the engine mappings is done using a map
selection switch. This is not available in MS15Sport but only in MS15.1 and MS15.2.
20
DRIV_R_BASE_MAP
[%]
0 1000 2000 2500 3000 3500 4000 4500 5000 5500 [rpm]
0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 100,0-120,0
10 100,0 24,9 16,4 13,8 12,7 11,6 10,8 10,3 10,2 10,0 80,0-100,0
20 100,0 49,7 32,8 27,6 25,3 23,2 21,6 20,7 20,3 20,0 60,0-80,0
30 100,0 74,6 49,1 41,5 38,0 34,8 32,4 31,0 30,5 30,0 40,0-60,0
40 100,0 99,4 65,5 55,3 50,7 46,4 43,2 41,3 40,6 40,0 20,0-40,0
50 100,0 100,0 81,9 69,1 63,4 58,0 54,0 51,7 50,8 50,0 0,0-20,0
60 100,0 100,0 98,3 82,9 76,0 69,5 64,7 62,0 61,0 60,0 Inj. Quant.
120,0
[mg/str]
70 100,0 100,0 100,0 96,7 88,7 81,1 75,5 72,3 71,1 70,0
80 100,0 100,0 100,0 100,0 100,0 92,7 86,3 82,6 81,3 80,0
90 100,0 100,0 100,0 100,0 100,0 100,0 97,1 93,0 91,4 90,0 100,0
100 100,0 100,0 100,0 100,0 100,0 100,0 100,0 100,0 100,0 100,0
[%]
X-axis - input: engine speed (eess_n_avg_w) 80,0
Y-axis - input: acc. Pedal value (eapp_pv_w)
60,0
FLIM_Q_TLIM_GMP
[mg/str] 100
0 1000 2000 2500 3000 3500 4000 4500 5000 5500 [rpm] 40,0
0 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0 80
20 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0 60 20,0
40 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0
60 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0 40
Pedal Value
80 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0 0,0
[%] 20
[°C] 5000
X-axis - input: engine speed (eess_n_avg_w) 0 3000 4000
0 2000
Y-axis - input: engine temperature (ects_t_w)
Engine Speed
Virtual Map [rpm]
[mg/str] Real inj. quantity based on acc. pedal pos. (@ects_t_w = 80°C)
0 1000 2000 2500 3000 3500 4000 4500 5000 5500 [rpm]
0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
10 60,0 21,9 16,1 13,8 12,8 11,6 10,5 9,8 9,3 9,0
20 60,0 43,7 32,1 27,6 25,6 23,2 21,0 19,5 18,7 18,0
30 60,0 65,6 48,2 41,5 38,4 34,8 31,6 29,3 28,0 27,0
40 60,0 87,5 64,2 55,3 51,2 46,4 42,1 39,0 37,4 36,0
50 60,0 88,0 80,3 69,1 64,0 58,0 52,6 48,8 46,7 45,0
60 60,0 88,0 96,3 82,9 76,8 69,5 63,1 58,6 56,1 54,0
70 60,0 88,0 98,0 96,7 89,6 81,1 73,6 68,3 65,4 63,0
80 60,0 88,0 98,0 100,0 101,0 92,7 84,2 78,1 74,8 72,0
90 60,0 88,0 98,0 100,0 101,0 100,0 94,7 87,9 84,1 81,0
100 60,0 88,0 98,0 100,0 101,0 100,0 97,5 94,5 92,0 90,0
[%]
Y-axis - input: acc. Pedal value (eapp_pv_w)
Graphic 7 (Calibration_DriverDemandViaPedal.xls )
21
3.3.1.5 Energizing time map (DINJ)

DINJ_DT_MI_MAP Duration of main injection
Corresponding MODAS-Worksheet: Injector_MAP.mxws
The calculated injection quantity [mg/str] (fqsc_q_w) is internally converted to a temperature cor-
rected injection volume [mm³/str] (dinj_vol_micorr_w).
The map DINJ_DT_MI_MAP contains the necessary energizing time for the injectors depending on rail
pressure (efps_p_w) and temperature corrected injection volume (dinj_vol_micorr_w).
The map DINJ_DT_MI_MAP must be calibrated with correct injector depending energizing times in
order to inject the calculated injection quantity as precise as possible.
The injector data to do a good calibration must be provided by the injector manufacturer.
Hint: In case the injector type is changed during the project the energizing time map needs to be
updated as well with the corresponding data provided by the injector supplier. If this is not done
the complete engine calibration is no longer correct and the engine can be damaged by not precise
injection timings.
Hint for additional fine tuning (“nice to have” – not mandatory): For a better calibration later in the
project when the engine is running stable at all points, but before the final calibration is done, the
data provided by the manufacturer should be corrected using a fuel scale or flow meter on a dyno
by tuning the energizing time at each possible point of the map DINJ_DT_MI_MAP as long until the
fuel metering unit is equal with the Y-axis set point (= corrected injection volume
dinj_vol_micorr_w).
22
3.3.2 Begin of injection angle (BIMI)

The beginning of injection angle determines the angle before TDC (Top Dead Center) of the related
cylinder at which an injection starts. The shape of the cylinder pressure curve is mainly influenced
by this calibration (together with the injection fuel quantity).
The beginning of injection angle calibration has to be done very carefully, because on the one hand
the engine can be easily damaged by using too big angles (early injection). On the other hand also
the turbo charger can be damaged by calibrating too small angles (late injection), which will cause
too high exhaust gas temperatures and poor performance of the engine.
To get the best possible engine performance it is mandatory to achieve the best possible combus-
tion. For a good combustion of course the perfect relation between injected fuel quantity and avail-
able air mass inside the combustion chamber is mandatory. But only having the correct relation will
not be sufficient. Even more important is having the correct injection timing, which is calibrated
with the beginning of injection angle (using the function “Begin of Injection: Main Injection –
(BIMI)”).
The beginning of injection angle is calibrated relative to TDC. Positive values are used to calibrate
the angle at which the injection starts before TDC (ATTENTION: logic for positive and negative
angles has the opposite sense compared to the sense of the calibration for the angle between TDC
of cylinder 1 and next crankshaft gap for synchronization (see chapter “Basic settings for engine
speed evaluation and synchronization”)).
BEFORE TDC AFTER
[°Crk]
positive values "+" <--- ---> negative values "-"
The most important information to calibrate the beginning of injection angle correctly is a cylinder
pressure indication! The cylinder pressure indication system is a stand-alone system and for this it
is not part of the MS15 system provided by Bosch. If recommendations for a cylinder pressure
system are needed, please contact Bosch Motorsport for further information.
Summary of basic information:

- The correct calibration for the beginning of injection angle is one of the most important
things. A good calibration will make the engine powerful, economic and reliable.
- In case the injection angle is calibrated too early (big values) this will cause too high / early
cylinder peak pressures, which can damage/crack the piston!
- In case the injection angle is calibrated too late (small values) this will cause very high ex-
haust gas temperatures, which may damage the turbo-charger!
23
3.3.2.1 Engine start beginning of injection angle

BIMI_PHI_STRT_GMP Begin of main injection start map

BIMI_N_STRT_ACO Definition of map axis coordinates for start (engine speed)
BIMI_T_STRT_ACO Definition of map axis coordinates for start (temperature)
Corresponding Excel-data: Calibration_InjectionAngle.xls

During engine start the injection angle (bimi_phi_strt_w) is calculated based on the map
BIMI_PHI_STRT_GMP with the inputs engine speed (eess_n_avg_w) and coolant temperature
(ects_t_w).
The correct calibration for the angle has to be found based on the signal of the cylinder pressure
indication. For engine start it is good to have the main combustion area approx. 10[°Crk] after TDC.
The following proposal gives a rough estimation for the first calibration. The values must be indi-
vidually adjusted to the engine.
In general concerning the calibration of the beginning of injection angle it is better to start with
smaller angles to get a later combustion.
24
BIMI_PHI_STRT_GMP
[°Crk]
0 125 250 375 500 625 750 875 1000 [rpm]
-30 13,50 13,50 13,75 14,00 14,25 14,50 14,50 14,50 14,50
0 10,50 10,50 10,75 11,00 11,25 11,50 11,50 11,50 11,50
20 9,50 9,50 9,75 10,00 10,25 10,50 10,50 10,50 10,50
30 9,00 9,00 9,25 9,50 9,75 10,00 10,00 10,00 10,00
50 8,25 8,25 8,50 8,75 9,00 9,25 9,25 9,25 9,25
70 7,75 7,75 8,00 8,25 8,50 8,75 8,75 8,75 8,75
90 7,50 7,50 7,75 8,00 8,25 8,50 8,50 8,50 8,50
100 7,25 7,25 7,50 7,75 8,00 8,25 8,25 8,25 8,25
110 7,00 7,00 7,25 7,50 7,75 8,00 8,00 8,00 8,00
[°C]
Grouped axis setpoints

BIMI_N_STRT_ACO
# 1 2 3 4 5 6 7 8 9
[rpm] 0 125 250 375 500 625 750 875 1000
Y-axis - input: coolant temperature (ects_t_w)

BIMI_T_STRT_ACO
# 1 2 3 4 5 6 7 8 9
[°C] -30 0 20 30 50 70 90 100 110
14,00-16,00
12,00-14,00
10,00-12,00 16,00
8,00-10,00 14,00
6,00-8,00 12,00
4,00-6,00 10,00
2,00-4,00
8,00
0,00-2,00
6,00
Injection beginn 4,00
[°Crk v.TDC] 2,00
0,00
1000
750
90
500
Engine Engine speed

250
30
0
temperature -30 [rpm]

[°C]
Graphic 8 (Calibration_InjectionAngle.xls )
Calibration hint:
- Cold engine temperatures requires bigger values for the beginning of injection angle due to
combustion delay increase
- Hot engine temperatures need smaller values for the beginning of injection angle due to
combustion delay decrease
Hint: The proposed calibration for BIMI_PHI_STRT_GMP has small injection begin angles in order to
avoid too early injections. This calibration probably causes too late injections  pressure peak
during expansion/decompression. Based on the cylinder pressure signal the injection angle has to
be advanced in order to reach the above mentioned main combustion area of 10[°Crk] after TDC.
25
3.3.2.2 Normal operation beginning of injection angle

BIMI_PHI_BASE_MAP Base angle map for begin of main injection

BIMI_PHI_LATEST_CW Latest possible angle of begin of main injection
BIMI_PHI_CTCOR_GMP Correction map coolant temperature
BIMI_SF_CTCOR_CUR Correction curve coolant temperature
BIMI_N_ACO Breakpoints for injection angle correction maps (engine speed)
BIMI_Q_ACO Breakpoints for injection angle correction maps (fuel quantity)
Corresponding Excel-data: Calibration_InjectionAngle.xls

Corresponding MODAS-Worksheet: InjectionAngle.mxws
The map BIMI_PHI_BASE_MAP contains the beginning of injection angle (bimi_phi_w) based on
engine speed (eess_n_avg_w) and injection quantity (fqsc_q_w).
The following table gives a proposal for calibration of this map for the first engine start.
For sure the proposal does NOT fit to every engine. In every position of the map the calibrated
beginning of injection angle has to be checked very carefully based on
- the maximum allowed cylinder pressure value (given by the engine and piston manufacturer)
- the exhaust gas temperature limit (given by the turbo charger manufacturer) and
- the engine stability (to be checked with cylinder pressure measurement)
The calibration with the running engine has to be done step-by-step going through the map
BIMI_PHI_BASE_MAP.
The latest possible beginning of injection angle for the main injection is limited by the calibration
label BIMI_PHI_LATEST_CW. For the first engine start the latest position should be close to the TDC.
The given proposal needs to be double checked later in the project. If it is possible to increase the
default calibration value (to e.g. 5[°Crk]), because there is no need to inject later, this should be
calibrated in this calibration label.
Default calibration: BIMI_PHI_LATEST_CW = 0[°Crk]
To avoid engine instability during state engine transition (start mode to low idle), injection angle
should have a closed value between the injection angle start map BIMI_PHI_STRT_GMP and the
injection angle base map BIMI_PHI_BASE_MAP. That’s why the injection angle base map
BIMI_PHI_BASE_MAP has values at low idle engine speed closed to injection angle start map
BIMI_PHI_STRT_GMP in hot conditions (engine coolant temperature = 90°C).
To carry out a safety working engine before fine tuning of the injection angle, the default value is set
to 0 on the injection angle base map BIMI_PHI_BASE_MAP outside the start and low idle areas. The
values have to be specifically adjusted to the engine.
26
To take into consideration that the combustion quality changes depending on the engine tempera-
ture, there is a correction map BIMI_PHI_CTCOR_GMP with inputs engine speed (eess_n_avg_w) and
coolant temperature (ects_t_w) as well as the temperature depending curve BIMI_SF_CTCOR_CUR
containing factors with input coolant temperature (ects_t_w). The final corrective value is the prod-
uct of the corresponding values coming from the map and the curve and is added to the base angle
value coming from BIMI_PHI_BASE_MAP.
The corrective values should be disabled for the first engine start by calibrating them with neutral
values. (See graphics 10 and 11). Only later during the project, when the engine is running stable in
normal conditions, the calibration should be also checked for cold and hot conditions.
Grouped axis setpoints

BIMI_N_ACO
[-] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
[rpm] 0 250 500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500 5000 5500
Y-axis - input: injection quantity (fqsc_q_w)
BIMI_Q_ACO
[-] 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
[mg/str] 0 5 10 15 20 30 40 50 60 70 80 85 90 95 100 105
BIMI_PHI_CTCOR_GMP
[°Crk]
0 250 500 750 1000 1250 1500 1750 2000 2500 3000 3500 4000 4500 5000 5500 [rpm]
0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
15 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
20 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
30 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
40 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
50 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
60 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
70 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
80 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
85 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
90 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
95 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
100 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
105 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
[mg/str]
0.8-1.0
0.6-0.8 1.0
0.4-0.6
0.8
0.2-0.4
0.0-0.2 0.6
Angle correction [°Crk]
0.4
0.2
100
0.0
Injection 50
5500
4000
2500
quantity 0
1500
750
0
[mg/str]
Engine speed [rpm]
BIMI_SF_CTCOR_CUR
[°C] -30 0 20 30 50 70 80 90 100 110
[-] 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
X-axis - input: coolant temperature (ects_t_w)
1.5
BIMI_SF_CTCOR_CUR
1.3
Correction
1.1
0.9
0.7
0.5
-40 10 60 110
Coolant temperature [°C]
3.3.3 Rail pressure (FPSC)

The calibration of the rail pressure function contains mainly the calibration of the rail pressure set
point (fpsc_p_w) and the calibration of the rail pressure controller that regulates the high pressure
pump with a closed loop control.
A good control quality of the rail pressure controller helps the engine to run stable. The rail pres-
sure has a direct influence on the behaviour of the engine. If the rail pressure is not stable (oscillat-
ing) the engine speed probably might be not stable as well. The necessary time to inject a certain
amount of fuel quantity depends directly on the level of the rail pressure. In case the rail pressure is
oscillating the necessary time to inject the same fuel quantity will be different for every injection.
This again will directly influence the combustion, which has a major influence to the power 
changing power forced by changing injection durations will cause instability of the engine speed.
Instability of the engine speed again has an influence to the beginning of injection angle and so the
system is swings up …in worse case until it becomes instable!
To avoid instability of the complete system (engine) forced by an instable rail pressure behaviour a
good calibration of the rail pressure controller parameters is necessary.
29
3.3.3.1 Start mode rail pressure set point

FPSC_P_SPST_MAP Base map fuel pressure set point for start

FPSC_P_H2OST_MAP Coolant temperature correction for rail pressure during start mode
FPSC_SF_H2OST_CUR Coolant temperature factor for rail pressure correction during start
mode
Corresponding Excel-data: Calibration_RailPressure_setpoint.xls

The map containing the rail pressure set point during start has to be calibrated taking into account
the start cut out speed and the rail pressure set point for low idle speed of the engine. The values
should be close together in order to avoid big gradients/jumps while switching from START- to LOW
IDLE CONTROLLER-mode.
For a good engine start it is important to have the best possible combustion conditions, which are
linked directly to the level of rail pressure. The lower the level of rail pressure, the longer is the
necessary injection time to inject a certain amount fuel quantity. In order to precondition the in-
jected fuel quantity during engine start it is recommended to have the fuel in the combustion
chamber as long as possible before the combustion of the injected fuel starts. For engine start
though a small rail pressure set point should be used.
Calibration hint:
- If the rail pressure set point is too low, there might be no combustion at all.
- If the rail pressure set point is too high, the combustion will be very strong (heavy combus-
tion noise).
A good value for the rail pressure set point during engine start should be somewhere between
250…600[bar]. The fine tuning – if necessary - can be done later on the running engine.
To take into consideration that the combustion quality changes depending on the engine tempera-
ture, there is a correction map FPSC_P_H2OST_MAP with inputs engine speed (eess_n_avg_w) and
coolant temperature (ects_t_w) as well as the temperature depending curve FPSC_SF_H2OST_CUR
containing factors with input coolant temperature (ects_t_w). The final corrective value is the prod-
uct of the corresponding values coming from the map and the curve and is added to the rail pres-
sure value coming from FPSC_P_SPST_MAP.
values (see graphics 12). Only later during the project, when the engine is running stable in normal
conditions, the calibration should be also checked for cold and hot conditions.
To start the engine the first time the following calibration proposal should be alright.
30
FPSC_P_SPST_MAP
[Mpa]
0 200 400 600 800 [rpm]
0 30.0 30.0 30.0 35.0 40.0
10 40.0 45.0 50.0 50.0 50.0
20 45.0 50.0 55.0 55.0 55.0
[mg/str]
Y-axis input: injection quantity (fqsc_q_w)
60.0-70.0
50.0-60.0 70
40.0-50.0
60
30.0-40.0
20.0-30.0
50
Rail pressure
[MPa]
40
30
20
Injection quantity 800
[mg/str] 600
20 400
10 200 Engine speed [rpm]
0 0
Graphic 12 ( Calibration_RailPressure_setpoint.xls )
31
FPSC_SF_H2OST_CUR
[°C] -30 0 20 30 50 70 80 90 100 110
[-] 1 1 1 1 1 1 1 1 1 1
X-axis - input: coolant temperature (ects_t_w)
1.5
1.4 FPSC_SF_H2OST_CUR
1.3
Correction
1.2
1.1
1
0.9
0.8
0.7
0.6
0.5
-40 -20 0 20 40 60 80 100 120
Coolant temperature [°C]
FPSC_P_H2OST_MAP
[MPa]
1 200 400 600 800 [rpm]
0 0.0 0.0 0.0 0.0 0.0
10 0.0 0.0 0.0 0.0 0.0
20 0.0 0.0 0.0 0.0 0.0
[mg/str]
15.0-20.0 20.0
10.0-15.0
15.0
5.0-10.0
Coolant rail
0.0-5.0 10.0 pressure
correction [Mpa]
5.0
0.0
Injectio 800
n 600
20 400
quantity 10 200
0 1 Engine speed [rpm]
32
3.3.3.2 Normal operation rail pressure set point

FPSC_P_MAX_CUR Map max. fuel pressure

FPSC_P_MIN_CW Min. fuel pressure
FPSC_P_SP_MAP Base map fuel pressure setpoint
Corresponding Excel-data: Calibration_RailPressure_setpoint.xls

Corresponding MODAS-Worksheet: Rail_pressure_FMU.mxws
FPSC_P_MAX_CUR
The maximum allowed rail pressure set point (fpsc_p_w) is calibrated using the curve
FPSC_P_MAX_CUR. The maximum rail pressure limits the rail pressure setpoint (fpsc_p_w) depend-
ing on the engine speed to avoid mechanical stress on HP-pump at low engine speed. At high engine
speed, the limit is done by the injection system, so the the calibration curve FPSC_P_MAX_CUR
depends on engine speed as well.
FPSC_P_MAX_CUR
[rpm] 0 500 750 1000 1250 1500 2000 2500 3000 3500 4000 4500 5000
[Mpa] 35.0 65.0 90.0 115.0 140.0 160.0 160.0 160.0 160.0 160.0 160.0 160.0 160.0
180
160
Max. rail pressure [MPa]
140
120
100
80
60 FPSC_P_MAX_CUR
40
20
0 1000 2000 3000 4000 5000 6000
Engine speed [rpm]
33
FPSC_P_MIN_CW
The minimum rail pressure set point (fpsc_p_w) depends on the rail pressure at which no combus-
tion is possible any more. The rail pressure has to be limited to minimum that value.
Proposal: FPSC_P_MIN_CW = 25[MPa]
FPSC_P_SP_MAP
It is recommended to calibrate the rail pressure set point map FPSC_P_SP_MAP in a way that there
are no big gradients of the set point in areas that are used dynamically while the engine is running.
These areas are shown in the table shown below in brown marked cells.
Also the area of the low idle speed set point (LISC_N_BAS_CUR) should have a constant set point for
the rail pressure. Shown in yellow marked cells
Following there is an example of a rail pressure set point map calibration for maximum rail pressure
of 1600[bar].
The necessary conditions are assumed to be as follows:
Normal operating range:
- Used engine speed range under normal conditions: 2250…4500[rpm].
- Used injection quantity under normal conditions: 10…105[mg/str]
Low idle speed

- The low idle speed set point is about 1000[rpm] (depending on the coolant temperature
(ects_t_w))
- The necessary injection quantity to control the engine to the low idle speed set point is
4…12[mg/str]
To avoid engine instability during state engine transition (start mode to low idle), rail pressure
setpoint should have close values between the rail pressure setpoint start map FPSC_P_SPST_MAP
and the rail pressure base map FPSC_P_SP_MAP. That’s why the values coming from rail pressure
base map FPSC_P_SP_MAP are close to values at low idle engine speed coming from the rail pres-
sure setpoint start map FPSC_P_SPST_MAP in hot conditions (engine coolant temperature = 90°C).
34
3.3.3.3 High pressure pump calibration

The rail pressure is controlled by the fuel metering unit (FMU) of the high pressure (HP) pump.
The target of the control is to always deliver the same fuel quantity from the HP pump to the rail
that is injected (fqsc_q_w) by the injectors. With this the fuel quantity balance in the rail should be
well controlled and so there should be no big over- or undershoots of the actual rail pressure
(efps_p_w) compared to the set point (fpsc_p_w). A pre-control MAP and a PID governor are nec-
essary to control rail pressure.
3.3.3.3.1 Rail pressure PID governor (FPC3)
FPC3_S_CALIBRATION_MODE_CB Enable/disable rail pressure controller calibration mode

FPC3_SF_CP_NEG_CW Ratio to calculate P-part amplification in large negative window
FPC3_SF_CP_POS_CW Ratio to calculate P-part amplification in large positive window
FPC3_CP_FLOWRATIO_CSTR.CPWIN P-part small signal amplification
FPC3_CP_FLOWRATIOCSTR.WNEG Negative window for small P-part signal amplification
FPC3_CP_FLOWRATIOCSTR.WPOS Positive window for small P-part signal amplification
FPC3_SF_CI_NEG_CW Ratio to calculate I-part amplification in large negative window
FPC3_SF_CI_POS_CW Ratio to calculate I-part amplification in large positive window
FPC3_CI_FLOWRATIO_CSTR.CIWIN I-Part small signal amplification
FPC3_CI_FLOWRATIOCSTR.WNEG Negative window for small I-part signal amplification
FPC3_CI_FLOWRATIOCSTR.WPOS Positive window for small I-part signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CNEG DT1-CD-parameter neg. large signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CPOS DT1-CD-parameter pos. large signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CWIN DT1-CD-parameter small signal (always ZERO)
FPC3_CDT1_FLOWRATIO_CSTR.T1 DT1-T1 parameter fuel pressure controller
FPC3_CDT1_FLOWRATIOCSTR.WNEG Negative window for small DT1-part signal amplification
FPC3_CDT1_FLOWRATIOCSTR.WPOS Positive window for small DT1-part signal amplification
FPC3_PT1_P_CSTR.T1 T1 parameter for PT1
RMTC_S_VS100_ON_CB Main Switch to enable remote control function RMTC
RMTC_S_FQSC_CUC Switch to enable remote control mode for funtion FQSC
RMTC_Q_FQSC_CW Remote control value for injection fuel quantity (fqsc_q_w)
RMTC_S_FPSC_CUC Switch to enable remote control mode for funtion FPSC
RMTC_P_FPSC_CW Remote control value for rail pressure set point (fpsc_p_w)
Corresponding Excel-Data: Calibration_PrailCtrl.xls

The dataset preparation contains default values for the PID governor dedicated to first engine
start. At this step, the actual rail pressure (efps_p_w) and the rail pressure setpoint (fpsc_p_w)
will probably be different because the PID governor isn’t fine calibrated yet. The actual rail pres-
sure (efps_p_w) may also oscillate. To adapt the governor to your injection system, see chapter
“Calibration of rail pressure controller”after dataset preparation and cranking engine phase. The
pre-control map is defined by the followings steps.
3.3.3.3.2 HP pump characteristic curve and pre-control map (FPC3)
FPC3_I_FLOWNORM_CUR Norm curve to calculate current equivalent of the FMU flow ratio
FPC3_R_PRE_GMP Pre control FMU flow ratio demand map
FPC3_N_PRE_ACO X-Axis coordinates for FPC3_R_PRE_GMP
FPC3_Q_PRE_ACO Y-Axis coordinates for FPC3_R_PRE_GMP
Corresponding Excel-data: Calibration_HP-Pump.xls

In order to calibrate the HP-pump characteristic curve and pre-control map only, the type of the
HP-pump (only valid for Bosch HP-pumps) and some engine configuration data are needed.
The excel sheet “Calibration_HP-Pump.xls” on sheet “Calibration_FPC3_R_PRE_GMP” provides

several drop down menus (green marked cells) to select all necessary HP-pump and engine infor-
mation.
After all information are selected the Excel sheet automatically contains the good calibration for
the HP-pump characteristic as well as for the HP-pump pre-control map inside the light-green
marked cells
- on sheet “Calibration_FPC3_R_PRE_GMP” for the pre control calibration and
- on sheet “Calibration_FPC3_I_FLOWNORM_CUR” for the HP-pump characteristic curve.
These data just have to be copied to the corresponding CALIBRATION LABELS (named in the excel
sheet) using the Application tool MODAS Sport (copy/paste from Excel to Modas is basically
possible – apart from curve- and map-axis values).
Additional information:
The input of the characteristic curve FPC3_I_FLOWNORM_CUR is the control ratio of the HP pump
(fpc3_r_reg_w), which is calculated by the rail pressure controller. The output of the curve is the
necessary electrical current value (fpc3_i_w) that is necessary to deliver the desired fuel quantity
with the HP-pump.
In the following there is an example of a characteristic curve for the Bosch HP pump CP3.2:
Calculation of HP pump characteristic curve based on delivery data
Selected HP-Pump: 0 (Selection is done on sheet FPC3_R_PRE_GMP_Calibration)
CP3.2 Calibration data FPC3_I_FLOWNORM_CUR

[%] 0,0 0,0 6,8 19,5 44,1 68,5 91,5 96,9 99,7 100,0
[mA] 1700 1601 1500 1399 1199 1001 800 700 600 400
ERROR
ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR
ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR ERROR
PLEASE DO NOT CHANGE THIS SHEET MANUALLY - EVERYTHING IS CALCULATED INTERNALLY !!!
Graphic 16 ( Calibration_HP-pump.xls – Sheet Calibration_FPC3_I_FLOWNORM_CUR)
37
The HP-pump pre-control map FPC3_R_PRE_GMP contains the %-flow rate of the FMU that is
necessary to balance the rail pressure based on the present engine speed (eess_n_avg_w) and the
injection quantity (fqsc_q_w). The more accurate the calibration in the pre-control map is (com-
pared to the needed control command = output of rail pressure controller), the less work is re-
quired from the PID controller.
Due to changes in the fuel temperature while the engine is running, the pre-control values never
can be 100% accurate in all conditions, but it helps to have an average calibration as accurate as
possible to reduce the control deviation in order to limit the actual work of the PID controller.
Hint: The calibration provided by the excel file is only valid for injection synchronous fuel delivery
by the HP pump.
HP-pump: CP3.2 Author: Date:
Engine data
Strokes / Rev(HP pump) 3 Str/Rev ERROR Ratio for injection synchronous fuel delivery : 0.50 (pump speed : engine speed)
Cylinder number 6 Cyl OK !!!
Engine design Inline OK !!!
HP Pump 1 (Inline) OK !!!
1
Maximum fuel flow of HP pump: 118.0 [l/h] @ 4000 rpm ERROR
Flow ratio degrade over pump speed: -5.25 [l/h]/[250rpm]
Calibration Data for FPC3_N_PRE_ACO (16 x-Axis)

i 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[rpm] 0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000
Calibration Data for FPC3_Q_PRE_ACO (16 x-Axis)

i 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[mg/str] 0 5 10 15 20 30 40 50 60 65 70 75 80 90 100 110
Calibration Data for FPC3_R_PRE_GMP (16x16)

Calculation of pre control based on HP pump max fuel flow (see cell F11)
0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000 [rpm]
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
5 0.00 1.65 2.91 3.90 4.70 5.37 5.66 5.93 6.17 6.40 6.61 6.81 6.99 7.17 7.33 7.48
10 0.00 3.30 5.81 7.80 9.41 10.74 11.32 11.85 12.34 12.80 13.22 13.62 13.99 14.33 14.65 14.96
15 0.00 4.94 8.72 11.70 14.11 16.10 16.98 17.78 18.52 19.20 19.84 20.43 20.98 21.50 21.98 22.43
20 0.00 6.59 11.63 15.60 18.82 21.47 22.63 23.70 24.69 25.60 26.45 27.24 27.97 28.66 29.31 29.91
30 0.00 9.89 17.44 23.40 28.23 32.21 33.95 35.55 37.03 38.40 39.67 40.86 41.96 42.99 43.96 44.87
40 0.00 13.18 23.26 31.21 37.64 42.95 45.27 47.40 49.38 51.20 52.90 54.47 55.95 57.32 58.61 59.83
50 0.00 16.48 29.07 39.01 47.05 53.68 56.59 59.26 61.72 64.00 66.12 68.09 69.93 71.65 73.27 74.78
60 0.00 19.78 34.89 46.81 56.45 64.42 67.90 71.11 74.06 76.80 79.34 81.71 83.92 85.98 87.92 89.74
65 0.00 21.43 37.79 50.71 61.16 69.79 73.56 77.03 80.24 83.20 85.96 88.52 90.91 93.15 95.25 97.22
70 0.00 23.07 40.70 54.61 65.86 75.16 79.22 82.96 86.41 89.60 92.57 95.33 97.91 100.00 100.00 100.00
75 0.00 24.72 43.61 58.51 70.57 80.52 84.88 88.88 92.58 96.00 99.18 100.00 100.00 100.00 100.00 100.00
80 0.00 26.37 46.52 62.41 75.27 85.89 90.54 94.81 98.75 100.00 100.00 100.00 100.00 100.00 100.00 100.00
90 0.00 29.67 52.33 70.21 84.68 96.63 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00
100 0.00 32.96 58.15 78.02 94.09 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00
110 0.00 36.26 63.96 85.82 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00
[mg/str]
100.00-120.00
120
80.00-100.00
100
60.00-80.00
80
40.00-60.00
60 Flow rate of the FMU [%]
20.00-40.00 40
0.00-20.00 20
0
100
4750
80
4250
70
3750
60
3250
Injection quantity
40
2750
2000
20
1000
10
[mg/str]
00
Engine speed [rpm]
Graphic 17 ( Calibration_HP-pump.xls – Sheet Calibration_FPC3_R_PRE_GMP )
38
3.3.3.3.3 Maximum HP pump control ratio (FPC3)
FPC3_R_MAX_CUR Engine speed dependent maximum FMU flow ratio demand
Corresponding Excel-data: Calibration_HP-Pump.xls

Corresponding MODAS-Worksheet: Rail_Pressure_FMU.mxws
It is necessary to limit the maximum HP pump control ratio (fpc3_r_reg_w) in order to prevent
large torque fluctuations on the pump drive at low engine speeds.
As long as the limitation of the control ratio does not influence the rail pressure control, it is no
problem to limit the control ratio of the HP pump to small values.
During engine start it is recommended to allow bigger control ratio values in order to pump up the
rail pressure as fast as possible.
Following there is a calibration proposal for FPC3_R_MAX_CUR. This proposal has to be checked
on the engine regarding the limitation at low engine speeds (eess_n_avg_w) in order to not dam-
age the pump drive.
FPC3_R_MAX_CUR
[rpm] 500 1250 2000 3000 4000

[%] 100.0 50.0 75.0 95.0 100.0
120
FPC3_R_MAX_CUR
Maximum FMU Flow [%]
100
80
60
40
20
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500
Engine speed [rpm]
Graphic 18 ( Calibration_HP-Pump.xls )
3.3.3.3.4 Minimum / maximum HP pump DC control command (FPC3)

39
FPC3_DC_MAX_CW Maximum FMU duty cycle (after current controller)

FPC3_DC_MIN_CW Minimum FMU duty cycle (after current controller)
The duty cycle (fpc3_dc_w) is limited by FPC3_DC_MIN_CW and FPC3_DC_MAX_CW. To be sure not
to be limited the limitation should allow the maximum range between 0…100[%].
FPC3_DC_MIN_CW = 0[%]
FPC3_DC_MAX_CW = 100 [%]
3.3.3.3.5 HP pump control during engine start
During engine start the FMU of the HP pump is open-loop controlled with the maximum allowed
ratio coming from FPC3_R_MAX_CUR, independent from the control difference between rail pres-
sure set point (fpsc_p_w) and measured rail pressure (efps_p_w).
The HP pump control mode changes to closed loop as soon as
- Engine speed (eess_n_avg_w) is higher than the minimum engine speed (Default setting =
30[rpm])
AND
- Rail pressure (efps_p_w) has reached the rail pressure setpoint (fpsc_p_w).
3.3.4 Air System
3.3.4.1 Cylinder volume (CIAM)

CIAM_SF_CYLVOL_CW Constant for cylinder volume

CIAM_G_ENGINE_EFFICIENCY_MAP Engine efficiency
CIAM_D_AIR_CONST_CW Gas constant for dry air and requantisation from hPa to N/m^2
Corresponding Excel-data: Calibration_BoostPressure_setpoint.xls

Corresponding MODAS-Worksheet: Boost_pressure.mxws
The cylinder volume has to be calibrated in order to be able to calculate the air mass flow.
Example: 4 cylinder engine with 2.0[ltr]

2,0[ltr] / 4[cyl] => 0,5[ltr/cyl]
40
 CIAM_SF_CYLVOL_CW = 0, 5[dm³/str]
For dataset preparation, engine efficiency is set to 1. Added value of a fine tuning on inducted air
estimation is low seeing that smoke limitation is able to run properly with an inducted air estima-
tion calibrated roughly.
3.3.4.2 Boost pressure (BPCO)
For the first engine start the boost pressure controller is not really important. For sure later in the
project a very good boost pressure control is mandatory in order to achieve the maximum engine
performance. But for the first step it is mainly necessary to secure the turbo-charger from over-
speeding.
The tighter closed the turbine actuator (wastegate or turbine winglets) is, the more energy the
turbocharger gets from exhaust gas. More energy means more turbo speed and higher boost
pressure. At first engine start, the boost pressure setpoint (bpco_p_sp_w) is defined depending on
engine configuration. Additionally, the pre-control map is calibrated depending on turbocharger
definition (see descriptions below).
3.3.4.2.1 Boost pressure set point
BPCO_P_BASE_MAP Boost pressure setpoint base map

BPCO_N_ACO Definition of MAP setpoint (engine speed)
BPCO_Q_ACO Definition of MAP setpoints (fuel quantity)
BPCO_P_CORR_GMP Boost pressure correction map
BPCO_SF_CORR_CUR Boost pressure setpoint correction curve
BPCO_P_MAX_CW Maximum boost pressure setpoint

The excel sheet “Calibration_BoostPressure_setpoint.xls” on sheet “Boost_pressure_setpoint”

provides several necessary engine information to fulfil (green marked cells).
After all information is fulfiled the Excel sheet automatically contains the good calibration for the
boost pressure setpoint.
BPCO_P_MAX_CW:
The maximum boost pressure setpoint depends on the limits of the whole air system.
41
BPCO_P_BASE_MAP:
A first estimation of the boost pressure set point can be calculated based on some engine charac-
teristics and environmental conditions (see table below).
The engine characteristics in this table must be updated to the values of your engine using the
Excel file “Calibration_BoostPressure_setpoint.xls”.
The resulting boost pressure set point given in the map of the Excel file can be copied to the ECU
SW. Please take care that also the X- and Y-axis set points fulfil your needs.
Hints:
The resulting boost pressure set point given in the map of the Excel file
“Calibration_BoostPressure_setpoint.xls” is a first estimation and it might be necessary to do
some fine tuning in order to optimize it to your needs. The resulting allows just an engine air
intake sufficient to run engine.
The X- and Y-axis set points of the maps in function BPCO and BIMI should have the same set
points (X-axis of BIMI has more set points so the X-axis of BPCO should be a subset of the ones of
BIMI).
BPCO_P_CORR_GMP and BPCO_SF_CORR_CUR:

To take into consideration that the combustion quality changes depending on environmental
conditions (atmospheric pressure and air ambient temperature), there is a correction map
BPCO_P_CORR_GMP with inputs engine speed (eess_n_avg_w) and atmospheric pressure
(eaps_p_w) as well as the boost air temperature depending curve BPCO_SF_COOR_CUR containing
factors with input boost air temperature (ebts_t_w). The final corrective value is the product of the
corresponding values coming from the map and the curve and is added to the boost pressure
value coming from BPCO_P_BASE_MAP.
values. Only later during the project, when the engine is running stable in normal conditions, the
calibration should be also checked for different environmental conditions (hot and altitude condi-
tions).
42
Engine characteristic data

Displacement 3.0 [l]
Cylinder number 6 [-]
Volumetric efficiency [-]

1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000 [rpm]
0.79 0.80 0.81 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.82 0.81 0.80 0.79 0.78 0.76
Remark : if volumetric efficiency is unknown, set value to worst case = 0,7
Air temperature after intercooler [°C]

1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000 [rpm]
25 25 35 45 45 45 45 45 45 45 45 45 45 45 45 45
Remark : if air temperature after intercooler is unknown, set value to worst case = 60°C
Min allowed lambda [-]

1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000 [rpm]
1.15 1.15 1.15 1.15 1.15 1.15 1.16 1.18 1.21 1.23 1.25 1.28 1.30 1.33 1.36 1.40
Remark : if min allowed lambda is unknown, set value to worst case = 1,4
Max allowed boost pressure [bar]

1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000 [rpm]
1.10 1.40 1.80 2.45 2.66 2.69 2.72 2.75 2.78 2.81 2.75 2.65 2.53 2.45 2.38 2.32
Remark 1 : 2 alternatives for max allowed boost pressure characterisation
-> advanded calculations based on charger map (supplied by T/C manufacturer), air path (counterpressure) and engine data
-> measures at engine test bench : at each engine speed, boost pressure setpoint increased step by step in order to define surge
and/or overspeed limit of charger
Remark 2 : According to our recommendation about calibration of FLIM_Q_TLIM_GMP for the first engine start, engine won't be
able to run at load > 30 mg/st and speed > 3000 tr/min. Consequently max allowed boost pressure can be set to 5 bar for the first
engine start.
Environmental conditions
Ambient pressure 1013 [hPa]
Constants physical values

Gas constant ideal 287 [J/Kg/K]
BPCO_P_BASE_GMP
[hPa]
1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000 [rpm]
0 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013
5 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013
10 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013
15 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013
20 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013 1013
30 1083 1070 1092 1100 1100 1100 1110 1129 1158 1177 1210 1255 1290 1337 1384 1463
40 1100 1400 1456 1467 1467 1467 1480 1505 1543 1569 1614 1673 1720 1782 1846 1950
50 1100 1400 1800 1834 1834 1834 1850 1881 1929 1961 2017 2091 2150 2228 2307 2320
60 1100 1400 1800 2200 2200 2200 2219 2258 2315 2353 2421 2509 2530 2450 2380 2320
70 1100 1400 1800 2450 2567 2567 2589 2634 2701 2746 2750 2650 2530 2450 2380 2320
80 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
85 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
90 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
95 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
100 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
105 1100 1400 1800 2450 2660 2690 2720 2750 2780 2810 2750 2650 2530 2450 2380 2320
[mg/str]
2500-3000 3000
2000-2500
1500-2000 2500
1000-1500
500-1000 2000
0-500
1500
1000
Boost pressure 500 105

[hPa] 80
0 30 Injection quantity
[mg/str]
1000
2000
3000
3500
0
4000
4500
5000
5500
Engine speed [rpm]
X-axis input of BPCO_P_BASE_MAP: engine speed (eess_n_avg_w)

BPCO_N_ACO
[i] 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[rpm] 1000 1500 2000 2500 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 6000
Y-axis input of BPCO_P_BASE_MAP: injection fuel quantity (fqsc_q_w)

BPCO_Q_ACO
[i] 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[mg/str] 0 5 10 15 20 30 40 50 60 70 80 85 90 95 100 105
Graphic 19 (Calibration_BoostPressure_setpoint.xls)
43
BPCO_P_CORR_GMP
[hPa]
0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500 [rpm]
500 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
550 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
650 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
700 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
725 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
750 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
825 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
850 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
900 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
925 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
950 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1000 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1025 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1050 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
[hPa]
Y-axis input: atmospheric pressure (eaps_p_w)
-50.0-0.0 0.0
-100.0--50.0
-150.0--100.0 -50.0
-200.0--150.0
-250.0--200.0 -100.0
-300.0--250.0
-150.0
-200.0
-250.0 1050
Boost pressure 900
correction -300.0 Atmospheric
725
pressure
0
[hPa]
1000
2000
2750
500
3250
3750
4250
5000
Engine speed [rpm]
X-axis input of BPCO_CORR_GMP: engine speed (eess_n_avg_w)

BPCO_N_ACO
[-] 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[rpm] 0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500
BPCO_SF_CORR_GMP
[°C] -20 -10 0 5 10 15 20 30 40 50
[-] 1 1 1 1 1 1 1 1 1 1
X-axis input: boost air temperature (ebts_t_w)
44
3.3.4.2.2 Initial calibration for boost pressure pre-control command
BPCO_DC_PRECON_GMP Boost pressure duty cycle precontrol map

BPCO_N_ACO Definition of map setpoints (engine speed)
BPCO_Q_ACO Definition of map setpoints (injection quantity)
According to the recommendations below, the excel sheet “Calibration_BoostPressure.xls” on

sheet “Prectl_Calibration_engineSTRTt” allows to prepare the dataset adapted to the turbocharger
definition (green marked cells).
After all information is fulfiled the Excel sheet automatically contains the good calibration for the
boost pressure duty cycle pre-control map.
According to our recommendation about calibration of FLIM_Q_TLIM_GMP for the first engine
start, engine won't be able to run at load > 30 mg/st and speed > 3000 tr/min. So the boost pres-
sure duty cycle precontrol map BPCO_DC_PRECON_GMP values are, in this chapter, calibrated
only to carry out a proper engine running.
Depending on the turbocharger characteristic, there are two different ways to prepare dataset of
boost pressure duty cycle pre-control map.
Turbocharger close to series standards (ie small turbine and small charger dedicated to engine
performance optimisation at low and medium engine speeds):
The boost pressure duty cycle precontrol map BPCO_DC_PRECON_GMP is set to 50%. According
to the load and speed limitation due to the calibration FLIM_Q_TLIM_GMP, this value allows a
proper engine running in the limited working area for the first engine start.
Hints:
If surge or over-speeding appears, you have todecrease the value.
If the inducted air mass isn’t high enough to run correctly the engine, you have to increase the
value to avoid an engine stalling.
45
BPCO_R_PRECON_GMP
[%]
0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500 [rpm]
0 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
5 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
10 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
15 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
20 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
30 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
40 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
60 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
70 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
80 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
85 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
90 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
95 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
100 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
110 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50
[mg/str]

BPCO_N_ACO
# 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[rpm] 0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500

FLIM_Q_ACO
# 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[°C] 0 5 10 15 20 30 40 50 60 70 80 85 90 95 100 110
40-60 60
20-40
40
0-20
Pre-control
command [%]
20
0
0
20 0
Injection quantity 60 2000
3250
[mg/str] 90 4250
Engine speed [rpm]
Turbocharger dedicated to motorsport specific use (ie large turbine and large charger adapted to
maximum power at high engine speed):
The boost pressure duty cycle precontrol map BPCO_DC_PRECON_GMP is set to 100%. According
to the load and speed limitation due to the calibration FLIM_Q_TLIM_GMP, this value allows a good
engine running in the limited working area for the first engine start.
Hints:
If surge or over-speeding appears, you have todecrease the value.
46
BPCO_R_PRECON_GMP
[%]
0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500 [rpm]
0 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
5 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
10 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
15 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
20 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
30 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
40 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
50 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
60 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
70 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
80 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
85 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
90 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
95 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
110 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
[mg/str]

BPCO_N_ACO
# 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[rpm] 0 500 1000 1500 2000 2500 2750 3000 3250 3500 3750 4000 4250 4500 5000 5500

FLIM_Q_ACO
# 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
[°C] 0 5 10 15 20 30 40 50 60 70 80 85 90 95 100 110
80-100 100
60-80
40-60 80
20-40
60
0-20 Pre-control
command [%]
40
20
0
0
20 0
Injection quantity 60 2000
3250
[mg/str] 90 4250
Engine speed [rpm]
At this step, the actual boost pressure (ebps_p_w) and the boost pressure setpoint (bpco_p_sp_w)
may be different because the pre-control map isn’t fine calibrated yet. To tune a fine boost pres-
sure duty cycle precontrol map, refer to the fine tuning of boost pressure on chapter “Calibration
of boost pressure pre-control map”.
3.3.4.2.3 Limitation of turbocharger actuator duty cycle
BPCO_DC_MIN_GMP Minimum duty cycle of boost pressure output

BPCO_DC_MAX_GMP Maximum duty cycle of boost pressure output
The usable duty cycle range to control the turbocharger actuator can be limited with a minimum
and maximum value. For the first engine start the duty cycle should be limited as follows (taking
into consideration the min and max values in the BPCO pre control map).
47
Later in the project the limits may be changed if necessary in between 0[%]…100[%]
BPCO_DC_MIN_GMP = 0[%]
BPCO_DC_MAX_GMP = 100[%]
3.3.4.2.4 Boost pressure closed loop activation
BPCO_Q_GOVOFF_CUR Fuel quantity setpoint to deactivation of closed loop control

BPCO_Q_GOVHYS_CW Hysteresis for activating closed loop
BPCO_N_ACO Definition of MAP setpoint (engine speed)
BPCO_S_CLOSEDLOOP_CB Switch to enable/disable governor (closed loop)
Corresponding Excel-data: Calibration_BoostPressureCtrl.xls

To enable the closed loop control, set BPCO_S_CLOSEDLOOP_CB = 1.

At low load, boost pressure doesn’t reach boost pressure setpoint in most cases. So boost pres-
sure closed loop is not activated for low fuel injection quantity. Above the fuel injection quantity
calibrated in BPCO_Q_GOVOFF_CUR (> 15[mg/stroke]), the boost pressure closed loop is acti-
vated. Below, the boost pressure runs on open loop. So it’s the BPCO_DC_PRECON_ GMP map
wich define the boost pressure in the air system. You can define also a hysteresis for activating
closed loop (BPCO_Q_GOVHYS_CW > 1[mg/stroke]).
BPCO_P_CSTR Boost pressure controller, P-parameter set

BPCO_I_CSTR Boost pressure controller, I-parameter set
BPCO_DT1_CSTR Boost pressure controller, DT1-parameter set
BPCO_OSPWND_NEG_CW Overshoot protection activation window, negative
BPCO_OSPWND_POS_CW Overshoot protection activation window, positive
BPCO_S_STATE_CPUC Pointer to select the state of sensor evaluation
Corresponding Excel-data: Calibration_BoostPressureCtrl.xls

According to our recommendation about calibration of FLIM_Q_TLIM_GMP for the first engine
start, engine won't be able to run at load > 30 mg/st and speed > 3000 tr/min. At this step, it’s not
necessary to calibrate a boost pressure governor.
48
So, for the first engine start, the boost pressure governor is set to 0. That means all PID parame-
ters are set to 0. To calibrate a fine boost pressure governor, refer to the fine tuning of boost
pressure on chapter “Calibration of boost pressure controller”.
3.3.4.2.5 Limitation of I-part duty cycle
BPCO_DC_IMIN_CW Minimum duty cycle of controller I-part

BPCO_DC_IMAX_CW Maximum duty cycle of controller I-part
The minimum and maximum duty cycle coming from the I-part should be limited in order to avoid
that the controller becomes too slow under dynamic conditions.
Calibration proposal (needs to be checked for every specific engine):
BPCO_DC_IMIN_GMP = -15[%]
BPCO_DC_IMAX_GMP = 15[%]
3.3.5 Cylinder number (CMOL)

CMOL_CT_CYL_CUC Number of engine cylinders

The number of cylinders of the engine has to be calibrated in CMOL_CT_CYL_CUC.
Example: 4 cylinder engine:

CMOL_CT_CYL_CUC = 4[-]
6 cylinder engine:
CMOL_CT_CYL_CUC = 6[-]
49
3.3.6 Engine Speed
3.3.6.1 Low idle speed set point (LISC)
LISC_N_BAS_CUR Curve for basic low idle setpoint speed f(coolant temperature)
LISC_N_PEDDEF_CW Low idle speed due to defect pedal
Corresponding Excel-data: Calibration_LowIdleSpeed.xls
Corresponding MODAS-Worksheet: Low_High_idle_speed.mxws
LISC_N_BAS_CUR
The idle speed is given by the coolant temperature dependent calibration curve LISC_N_BAS_CUR.
The calibration of LISC_N_BAS_CUR, as stated in chapter “Engine Start Quantity (STRT)”, must be
greater than the start release curve (STRT_N_OFF_CUR), which also depends on the coolant tem-
perature.
LISC_N_BAS_CUR
[°C] -10 0 10 20 30 50
[rpm] 1400 1200 1100 1000 1000 1000
X-axis - input: engine temperature (ects_t_w)
1600
1400 LISC_N_BAS_CUR
Idle speed [rpm]
1200
1000
800
600
400
200
0
-20 -10 0 10 20 30 40 50 60
Graphic 23 ( Calibration_LowIdleSpeed.xls )
LISC_N_PEDDEF_C
This parameter is used only in case of an accelerator pedal failure. For the first engine start this
should be set to the same value as the desired idle speed.
Calibration proposal for engine start:
LISC_N_PEDDEF_CW = 1000[rpm]
50
Later this value can be set to a higher value in order to be able to reach the box / service point in
case of a pedal failure.
Normal operation mode: LISC_N_PEDDEF_CW = 2500[rpm]
3.3.6.2 low idle speed controller

LICO_PW_CSTR.CPWIN P-part negative signal amplification (WARM)

LICO_PW_CSTR.CPNEG P-part positive signal amplification (WARM)
LICO_PW_CSTR.CPPOS P-part small signal amplification (WARM)
LICO_PW_CSTR.WINEG negative small signal window (WARM)
LICO_PW_CSTR.WIPOS positive small signal window (WARM)
LICO_PC_CSTR.CPWIN P-part negative signal amplification (COLD)
LICO_PC_CSTR.CPNEG P-part positive signal amplification (COLD)
LICO_PC_CSTR.CPPOS P-part small signal amplification (COLD)
LICO_PC_CSTR.WINEG negative small signal window (COLD)
LICO_PC_CSTR.WIPOS positive small signal window (COLD)
LICO_IW_CSTR.CIWIN I-Part neg. signal amplification (WARM)
LICO_IW_CSTR.CINEG I-Part pos. signal amplification (WARM)
LICO_IW_CSTR.CIPOS I-Part small signal amplification (WARM)
LICO_IW_CSTR.WINEG I-Part neg. window for small signal amplification (WARM)
LICO_IW_CSTR.WIPOS I-Part pos. window for small signal amplification (WARM)
LICO_IC_CSTR.CIWIN I-Part neg. signal amplification (COLD)
LICO_IC_CSTR.CINEG I-Part pos. signal amplification (COLD)
LICO_IC_CSTR.CIPOS I-Part small signal amplification (COLD)
LICO_IC_CSTR.WINEG I-Part neg. window for small signal amplification (COLD)
LICO_IC_CSTR.WIPOS I-Part pos. window for small signal amplification (COLD)
Corresponding Excel-Data: Calibration_LowIdleSpeed.xls

The dataset preparation contains default values for the PID governor dedicated to first engine
start. At this step, the low idle speed could be instable. The low idle speed controller has to be
adapted to your engine. To calibrate it, see chapter “Calibration of low idle controller “after data-
set preparation and cranking engine phase.
51
3.3.6.3 High idle speed set point (HISP)

HISP_N_BASE_CW High idle setpoint

HISP_N_DROOP_CW Engine speed droop
HISP_N_TRED_CW High idle setpoint cold engine
HISP_DT_STRT_CUR Duration for reduced HICO-engine speed based on water temp.
Corresponding Excel-data: Calibration_HighIdleSpeed.xls

HISP_N_BASE_CW
This parameter is the desired maximum engine speed (hisp_n_desired_w) the engine is allowed to
run. For the first engine start this limitation should be set to a small value in order to secure the
engine from over speeding.
HISP_N_BASE_CW = 3000[rpm]
HISP_N_DROOP_CW
This label determines the cut-in engine speed (hisp_n_cutin_w) at which the high idle controller
(HICO) becomes active. The cut-in engine speed (hisp_n_cutin_w) for the HICO is derived from the
calculation
hisp_n_cutin_w = HISP_N_MAX_CW – HISP_N_DROOP_CW.
Starting at the cut-in engine speed (hisp_n_cutin_w) the HICO reduces the injected fuel quantity
(fqsc_q_w) step-by-step until the necessary injection quantity (fqsc_q_w) to run the engine at
HISP_N_MAX_CW (= hisp_n_desired_w) is reached.
The necessary injection quantity (fqsc_q_w = hico_q_w) depends on the load of the engine
(fqsc_r_engload_w). In case the engine is running without load (fqsc_r_engload_w) the injection
quantity (fqsc_q_w = hico_q_w) is equal to the friction quantity of this engine speed (qfri_q_w), in
case there is load the HICO will control the injection quantity (fqsc_q_w = hico_q_w) accordingly.
The necessary control parameters for the HICO are calculated internally using the calibration data.
The bigger HISP_N_DROOP_CW is the smoother the control will be. Bosch requires to use always a
calibration bigger than 150[rpm].
For the first engine start a big value should be taken.
HISP_N_DROOP_CW = 600[rpm]
Later in the project the calibration of HISP_N_DROOP_CW can be set to approx. 300[rpm] (de-
pending on engine characteristics and HISP_N_MAX_CW).
52
Proposal for conditions during first engine start:

HISP_N_BAS_CW is set to 3000 and HISP_N_DROOP_CW is set to 600. That means that the cut-in
engine speed for the HICO (hisp_n_cutin_w) is at 2400 rpm and the max engine speed
(hisp_n_desired_w) is at 3000 rpm.
The following graph gives an example for possible injection quantity limitations and shows how
the injection quantity is limited due to the HICO.
All data for
TLIM – torque limitation
HICO – high idle controller
QFRI – Friction quantity
are just examples. The used curves are not available in MS15 SW. In the MS15 SW there are maps
to calibrate the torque limitation (see chapter “Fuel limitation (FLIM)”) and the friction quantity
(see chapter “Friction Quantity (QFRI)”). For HICO there is no curve or map at all to calibrate an
injection quantity. All data are free chosen!
Example for injection quantity limitations (min and max) over the complete engine speed range
HISP_N_MAX_CW 5500 [rpm]

TLIM
HISP_N_DROOP_CW 500 [rpm]
HICO
140
hisp_n_desired_w 5500 [rpm] 5500 [rpm] Result
hisp_n_cutin_w 5000 [rpm] 5000 [rpm]
120 QFRI
150 [mg/str] 0 [mg/str] hisp_n_desired_w
The blue curve shows the resulting maximum
injection fuel quantity. 100 hisp_n_cutin_w
The smoke limitation is not taken into
Injection quantity [mg/str]
consideration. The smoke limitation probably 80

limits the max injection quantity (blue curve) at
lower engine speeds before the turbo charger
is producing sufficient boost pressure. 60
40
20
0
0 1000 2000 3000 4000 5000 6000
Engine speed [rpm]
Graphic 24 (Calibration_HighIdleSpeed.xls )
HISP_N_TRED_CW
In order to prevent a cold engine during and after the engine start from harmful engine speeds
(too high friction at low water and oil temperatures), the maximum engine speed for a cold engine
can be reduced to the value of HISP_N_TRED_CW. The duration for which the engine speed is
reduced is calibrated in the curve HISP_DT_STRT_CUR and depends on the engine temperature
(ects_t_w). The higher the engine temperature is, the higher can be the maximum engine speed.
Initially the engine speed limitation for cold engines is set to 2750[rpm].
HISP_N_TRED_CW = 2750[rpm]
HISP_DT_STRT_CUR
This curve determines, in seconds, how long the engine uses the HISP_N_TRED_CW value after
engine start with respect to coolant temp (ects_t_w). If the engine is well prepared before its first
53
start this calibration is not needed for the engine first fire but can be useful to increase engine
longevity once the engine is installed in a vehicle.
Depending on the engine the following calibration proposal for the first engine start has to be
adapted later in the project (taking also into consideration the label HISP_N_TRED_CW).
HISP_DT_STRT_CUR
[°C] -20 60
[s] 150 0
X-axis - input: engine temperature (ects_t_w)
160
140 HISP_DT_STRT_CUR
120
100
Time [s]
80
60
40
20
0
-30 -20 -10 0 10 20 30 40 50 60 70
Graphic 25 (Calibration_HighIdleSpeed.xls )
3.3.7 Sensor calibration

The MS15 Sport provides 20 input signals to control and monitor the engine. All inputs have to be
configured and calibrated individually to ensure the correct function of the engine.
The following inputs are available:
Engine speed (EESS incl. crankshaft (ECRK) and camshaft (ECAM)) (see chapter
“Synchronization”)
Ignition switch (EIGN) (no calibration necessary)
Reset switch (ERST)
Battery voltage (EBAT)
Acceleration pedal (EAPP)
Vehicle speed (EVSS)
PRESSURE inputs (6):

Ambient air (EAPS)
Turbo boost (EBPS)
54
Exhaust gas (EEGP)

Fuel (high pressure) = rail pressure (EFPS)
Fuel (low pressure) (ELFPS)
Oil (high pressure) (EOPS)
TEMPERATURE inputs (7)

Ambient air (EATS)
Turbo boost (EBTS)
Coolant water = engine (ECTS)
Exhaust gas (EEGT)
Fuel (low pressure) (EFTS)
ECU internal (EITS)
Oil (high pressure) (EOTS)
The MS15.1 has some additional inputs. The configuration of these additional inputs has to be
done in the same way. To get to know which other inputs are available please refer to the MS15.1
documentation.
In the following you find the description to configure and calibrate all inputs.
3.3.7.1 Reset button (ERST)

ERST_S_ENABLE_CB Enable flag for function evaluation

ERST_S_LOGIC_CB Logic flag for switch signal
ERST_DT_DEB_CUC Debounce time for transition of switch signal
ERST_SWITCH_CUC Digital input selection of switch signal
ERST_S_RSTFUNC_CUC Flag mask to select functions to be reset on actuation
Corresponding MODAS-Worksheet: Reset_button.mxws
In the MS15 Sport the “reset button” is used to manually reset the fuel consumption calculation
after the tank was refilled during a service or pit stop.
Beside the possibility to enable the function by calibration also the electrical logic, the debounce
time, the actuated function (e.g. fuel consumption), and the input pin of the ECU can be set.
The default calibration should be ok to use the reset button!
In case the function of the reset button is not ok, please check the following hints of the calibra-
tion labels contained in function ERST in order to solve the problem.
ERST_S_ENABLE_CB
55
To enable the function of the reset button in SW this parameter has to be set to 1. To disable the
function this parameter has to be reset to 0.
ERST_S_LOGIC_CB
This parameter defines the electrical logic of the reset button (high- or low-active).
ERST_DT_DEB_CUC
This parameter defines how long the button must be pressed to detect a valid signal from a dis-
turbance.
ERST_SWITCH_CUC
This label determines the ECU pin to which the reset button is connected.
ERST_R_RESTFUNC_CUC
This parameter is bit-coded. If bit 0 is set then the fuel consumption function is reset. All other
bits (1…7) are not linked to a function in MS15 Sport.
3.3.7.2 Battery voltage (EBAT)

EBAT_DT_DEF_CUC Time for defect recognition of battery voltage

EBAT_DT_OK_CUC Time for intact recognition of battery voltage
EBAT_U_MAX_CW Threshold-voltage for SRC_MAX
EBAT_U_MIN_CW Threshold-voltage for SRC_MIN
EBAT_U_ABOVE_CW Threshold-voltage for battery voltage above normal
EBAT_U_BELOW_CW Threshold-voltage for low battery voltage below normal
EBAT_U_RVAL_CW Replacement value for battery voltage
EBAT_DT_STRT_CUW Time after start
EBAT_N_BELOW_CW Engine speed threshold
EBAT_PT1_U_CSTR Time constant for battery voltage
EBAT_DT_LODU_CUW Maximum possible length of a load dump
EBAT_U_LODU_CW Voltage threshold for load dump detection
Corresponding MODAS-Worksheet: Battery_voltage.mxws
If you use a 12 [V] system normally you do not have to change the default calibration!
In case the evaluation of the battery voltage is not ok, please check the following hints of the
calibration labels contained in function EBAT in order to solve the problem.
56
EBAT_DT_DEF_CUC
The value placed in this parameter is the ‘debounce’ time for the voltage signal high/low fault to
be set once an out of range fault is detected.
EBAT_DT_OK_CUC
The value placed in this parameter is the ‘debounce’ time for the voltage signal high/low fault to
clear after set if the system is working properly again.
EBAT_U_MAX_CW
If the filtered battery voltage (ebat_u_filt_w) becomes bigger than this threshold a fault is set, and
the replacement value EBAT_U_RVAL_CW is used. This parameter is used to detect a damage of the
battery. The fault is shown in fmonact_d_faultnum_uc and fmonact_d_faulttype_uc. If this fault is
active the replacement value EBAT_U_RVAL_CW is copied to ebat_u_filt_w.
EBAT_U_MIN_CW
If the filtered battery voltage (ebat_u_filt_w) becomes smaller than this threshold a fault is set and
the replacement value EBAT_U_RVAL_CW is used. This parameter is used to detect a damage of the
battery. The fault is shown in fmonact_d_faultnum_uc and fmonact_d_faulttype_uc. If this fault is
active the replacement value EBAT_U_RVAL_CW is copied to ebat_u_filt_w.
EBAT_U_ABOVE_CW
Using this parameter the maximum threshold for the battery voltage under normal conditions is
set. If this value is exceeded that does not mean directly that the battery is damaged, but that
something is not working properly. The fault is shown in fmonact_d_faultnum_uc and
fmonact_d_faulttype_uc. If this fault is active the measured battery voltage is still displayed in
ebat_u_filt_w (not the replacement value).
EBAT_U_BELOW_CW
Using this parameter the minimum threshold for the battery voltage under normal conditions is
set. If this value is exceeded that does not mean directly that the battery is damaged, but that
something is not working properly. The fault is shown in fmonact_d_faultnum_uc and
fmonact_d_faulttype_uc. If this fault is active the measured battery voltage is still displayed in
ebat_u_filt_w (not the replacement value).
EBAT_U_RVAL_CW
This value is the replacement value in case the battery voltage (ebat_u_filt_w) exceeds the min or
max limitations longer than EBAT_DT_DEF_CUC.
EBAT_DT_STRT_CUW and EBAT_N_BELOW_CW

The check for very low battery voltage is done only when engine speed (eess_n_avg_w) is greater
than the threshold speed EBAT_N_BELOW_CW and time after start (strt_dt_off_uw) is greater than
the threshold time EBAT_DT_STRT_CUW.
57
EBAT_PT1_U_CSTR
The raw value of the battery voltage (ebat_u_w) is filtered by a PT1 governor with the PT1 filter
time EBAT_PT1_U_CSTR. The filtered output value of the battery voltage is provided in
ebat_u_filt_w. This value is used for the battery voltage compensation of PWM-duty cycle. If this
value is changed this may have an influence to the control of the power stages.
EBAT_DT_LODU_CUW
If a load dump is detected (ebat_s_lodu_b = TRUE) the monitoring of the power stages is disabled
for the duration set with this label. As soon as the time (ebat_dt_lodu_uw) has reached the limit,
the monitoring of the power stages is activated again. If the battery voltage (ebat_u_filt_w) drops
below the threshold EBAT_U_LODU_CW before the time EBAT_DT_LODU_CUW is reached, then the
monitoring of the power stages is enabled again at once.
EBAT_U_LODU_CW
If the battery voltage (ebat_u_lodu_w) exceeds the voltage threshold set in this parameter a load
dump is detected.
3.3.7.3 Accelerator Pedal (EAPP)

The accelerator pedal calibration function is used to calibrate the 0% and 100% accelerator pedal
value thresholds. The calibration function is disabled with running engine. The calibration values
are stored to NVRAM as well as in the EEPROM.
The acceleration pedal contains two potentiometers which work in parallel  both potentiometers
deliver a pedal value. This strategy is necessary to ensure a safe operation of the acceleration
pedal also in case that one potentiometer breaks or has a fault.
The ratio between both potentiometers should be 2:1. If the ratio in your system is different, it
can be calibrated in MS15 SW (see chapter “Ratio between both pedal potentiometer”). Both
potentiometers are adjusted at the same time (see chapter “Pedal adjustment”).
All necessary settings are done only for potentiometer 1. The corresponding calibration for the
second potentiometer is calculated using the ratio value.
In normal operation and in case that the difference between the values of both potentiometers is
greater than the allowed tolerance (see chapter “Fault handling for acceleration pedal”) the mini-
mum value of both potentiometers is used for the final acceleration pedal value.
In case that both potentiometers have an electrical defect the pedal value is set to 0[%] and the
low idle speed set point is set to the value calibrated in LISP_N_PEDDEF_CW (see chapter “Low
idle speed set point (LISC)”).
3.3.7.3.1 Pedal adjustment
EAPP_S_ADJ_CUC Manual acceleration pedal value adjustment

Corresponding MODAS-Worksheet: Accel_Pedal.mxws
Normal adjustment
While using the pre defined ModasSport configuration AccPedal the contained macros can be used
for the pedal adjustment.
58
Acceleration pedal in 0[%] position

Press button “Set 0% pedal”
Acceleration pedal in 100[%] position
Press button “Set 100% pedal”
Alternative – Manual adjustment

In case the two macros are not available or do not work the pedal adjustment has to be done
manually using the calibration label EAPP_S_ADJ_CUC and the following advices:
The manual adjustment has to be done in the following sequence:
- Engine speed = 0[rpm]
- Start adjustment
- Acceleration pedal in 0[%] position
- Set bit 0.
- Wait 3 sec
- Reset bit 0
- Acceleration pedal in 100[%] position
- Set bit 1
- Wait 3 sec
- Reset bit 1
Adjustment finished
To ensure that the pedal values of 0[%] and 100[%] are reached after adjustment during normal
operation the corresponding voltages for 0[%] (eapp_u_low1_u and eapp_u_low2_u) and 100[%]
(eapp_u_hi1_u and eapp_u_hi2_u) are changed by EAPP_U_ADJOFFSET_CW.
Lower voltage thresholds:
eapp_u_low1_u = eapp_u_adc1_w + EAPP_U_ADJOFFSET_CW
eapp_u_low2_u = eapp_u_adc2_w + EAPP_U_ADJOFFSET_CW * EAPP_R_PEDAL2_CW
Upper voltage thresholds:
eapp_u_hi1_u = eapp_u_adc1_w - EAPP_U_ADJOFFSET_CW
eapp_u_hi2_u = eapp_u_adc2_w - EAPP_U_ADJOFFSET_CW * EAPP_R_PEDAL2_CW
For testing purpose when the adjustment is finished press the acceleration pedal to 0[%], 50[%],
and 100[%] and check the acceleration pedal value (eapp_pv_w). The measures values must be:
eapp_pv_w = 0[%] in case the acceleration pedal is released completely, and
eapp_pv_w = 100[%] in case the acceleration pedal is pressed completely.
In between 0[%] and 100[%] the pedal characteristic should be linear. Press the pedal to 50[%]
and compare the value of eapp_pv_w – should be 50[%] as well.
Further on check the fault information displayed in eapp_s_def1_uc and eapp_s_def2_uc – must be
“ok”!
If all checks are ok the adjustment was successful!
59
If something is wrong with the adjustment of the acceleration pedal and the checks were not
successful, please read the following hints for the other calibration labels of EAPP in order to
solve the problem.
3.3.7.3.2 Ratio between both pedal potentiometers
EAPP_R_PEDAL2_CW Voltage ratio of second accelerator pedal track

The ratio between both potentiometers of the accelerator pedal is assumed to be 2:1 (=default
calibration). If the ratio is not 2:1 (= 0,5) this can be changed with the calibration label
EAPP_R_PEDAL2_CW.
For example:
Voltage range of potentiometer 1: 0[V]…5[V]
Voltage range of potentiometer 2: 0[V]…2,5[V]
 Ratio is 0,5
This ratio is used to calculate internally all values for potentiometer 2, because only the values for
potentiometer 1 are calibrated.
3.3.7.3.3 Fault handling for acceleration pedal
EAPP_U_MAX_CW Threshold voltage for SRC_MAX

EAPP_U_MIN_CW Threshold voltage for SRC_MIN
EAPP_PV_MAXDIF_CW Plausible range of difference of accelerator pedal values
EAPP_DEB_CSTR.DT_DEF_CUW Timer for defect recognition of accelerator pedal
EAPP_DEB_CSTR.DT_OK_CUW Timer for intact recognition of accelerator pedal
Corresponding MODAS-Worksheet: Accel_pedal.mxws
The minimum and maximum voltage is each calibrated only for potentiometer 1 (min:
EAPP_U_MIN_CW; max: EAPP_U_MAX_CW). The limits for the second potentiometer are calculated
using the value of EAPP_R_PEDAL2_CW.
If the accelerator pedal voltages (eapp_u_adc1_w / eapp_u_adc2_w) are below resp. above the
thresholds a short circuit to GND resp. to Battery is detected for the specific signal line by the
MS15 SW. The fault is shown in fmonact_d_faultnum_uc and fmonact_d_faulttype_uc.
The allowed maximum tolerance between the physical values of both potentiometers
(eapp_pv_adc1_w and eapp_pv_adc2_w) is calibrated with EAPP_PV_MAXDIF_CW.
If the difference is bigger the accelerator pedal is classified defect and the fault is shown in
fmonact_d_faultnum_uc and fmonact_d_faulttype_uc.
The time to detect a fault is set in EAPP_DEB_CSTR.DT_DEF_CUW. The signal fault is reset after the
signal is intact again for the time set in EAPP_DEB_CSTR.DT_OK_CUW.
60
3.3.7.3.4 Automatic adjustment of accelerator pedal
EAPP_U_HI_DEFAULT_CW Upper default threshold of accelerator pedal position track

EAPP_U_LOW_DEFAULT_CW Lower default threshold of accelerator pedal position track
EAPP_U_LOW_DEFAULT_CW and EAPP_U_HI_DEFAULT_CW

The adjustment of the acceleration pedal can be done automatically using default values for low
and high voltage thresholds calibrated in EAPP_U_LOW_DEFAULT_CW and
EAPP_U_HI_DEFAULT_CW.
It is recommended to use this method just as backup, in case the manual adjustment does not
work properly. For details please refer to chapter EAPP of the MS15 documentation.
Calibration example for low and high default voltages:
Low: EAPP_U_LOW_DEFAULT_CW = 1000[mV] equal eapp_pv_w = 0[%])
High: EAPP_U_HI_DEFAULT_CW = 4000[mV] equal eapp_pv_w = 100[%]
EAPP_U_ADJOFFSET_CW
To ensure that the pedal values of 0[%] and 100[%] are reached during normal operation the
corresponding voltages for 0[%] (eapp_u_low1_u and eapp_u_low2_u) and 100[%] (eapp_u_hi1_u
and eapp_u_hi2_u) are changed by EAPP_U_ADJOFFSET_CW.
Lower voltage thresholds:
eapp_u_low1_u = eapp_u_adc1_w + EAPP_U_ADJOFFSET_CW
eapp_u_low2_u = eapp_u_adc2_w + EAPP_U_ADJOFFSET_CW * EAPP_R_PEDAL2_CW
Upper voltage thresholds:
eapp_u_hi1_u = eapp_u_adc1_w - EAPP_U_ADJOFFSET_CW
eapp_u_hi2_u = eapp_u_adc2_w - EAPP_U_ADJOFFSET_CW * EAPP_R_PEDAL2_CW
61
3.3.7.4 Vehicle speed sensor (EVSS)

EVSS_S_ENABLE_CB Switch to enable sensor (1=with sensor, 0=without)

EVSS_CT_IMPREF_CUW Reference number of impulses for normalization
EVSS_D_WHEEL_CUW Wheel circumference
EVSS_V_MAX_CW Maximum vehicle speed
EVSS_V_RVAL_CW Replacement value for vehicle speed incase of defective VSS
EVSS_R_SHAFT_CW Shaft ratio for vehicle speed
EVSS_PT1_A_CSTR.T1 Time constant for filtering acceleration
EVSS_PT1_V_CSTR.T1 Parameter set for filtering vehicle speed
EVSS_DT_DEF_CUW Time for defect classification
EVSS_DT_MAX_CUW Maximum period to recognise vehicle speed as 0
EVSS_DT_OK_CUW Time for intact classification
EVSS_D_CHANNEL_CUC Sensor input chanel selection (ECU PIN)
Corresponding MODAS-Worksheet: EVSS_sensor.mxws
During normal operation the vehicle speed (evss_v_w) and the vehicle acceleration (evss_a_w) are
calculated based on a trigger wheel mounted on one of the wheels of the car. It is recommended
to use one of the non driven wheels, in order to avoid wheel slip influences to the vehicle speed. If
the sensor is mounted to a wheel of the front axle of the car, the vehicle speed may be influenced
by blocking wheels and could show a smaller speed value than the real vehicle speed.
Sensor activation
If a vehicle speed sensor is mounted to the car it has to be enabled by setting EVSS_S_ENABLE_CB
to 1 – to disable the sensor this parameter has to be set to 0.
Speed calculation
To be able to calculate the speed the following parameters have to be set in calibration:
Number of impulses on trigger wheel (EVSS_CT_IMPREF_CW)
Ratio of drive shaft (EVSS_R_SHAFT_CW)
Wheel circumference (EVSS_D_WHEEL_CUW)
Fault handling
The physical limitation for the engine speed (evss_v_w) to detect a failure is calibrated with
EVSS_V_MAX_CW. The fault is set after the duration EVSS_DT_DEF_CUC is exceeded. The fault is
shown in the failure monitor (fmonact_d_faultnum_uc and fmonact_d_faulttype_uc). If this fault is
active still the measured vehicle speed is displayed.
In case of all other final defects the replacement vehicle speed EVSS_V_RVAL_CW is taken for
evss_v_w.
If for the duration EVSS_DT_OK_CUC there is no error then the vehicle speed (evss_v_w) is consid-
ered valid again.
Zero-speed detection
62
The vehicle speed (evss_v_w) is set to “0” as soon as the time periods (evss_dt_period_w) coming
from the impulses of the trigger wheel exceed the value set in EVSS_DT_MAX_CW.
In case the evaluation of the vehicle speed sensors does not work properly please check the set-
tings of the following calibration labels as well in order to solve the problems.
Signal filtering
The vehicle speed (evss_v_w) is filtered with the value set in EVSS_PT1_V_CSTR.T1. The filtered
vehicle speed (evss_v_filt_w) is the value that is used as input for other functions and that should
be measured by the user.
The vehicle acceleration (evss_a_w) is filtered with the value set in EVSS_PT1_A_CSTR.T1. The
filtered vehicle acceleration (evss_a_filt_w) is the value that is used as input for other functions
and that should be measured by the user.
3.3.7.5 General calibration settings for temperature and pressure

sensors
The strategy to calibrate a temperature or pressure sensor is always the same within the MS15
SW and so also the set of parameters for calibration of one specific sensor is always the same.
In the following there is a description of all parameters that are equal for all temperature and
pressure sensors.
Some variance does occur depending on the sensor being calibrated. Refer to the software docu-
mentation for any detailed questions.
3.3.7.5.1 Sensor activation

EXXX_CFG_CSTR.S_SEN_CUW Sensor activation flags
Corresponding MODAS-Worksheet: EXXX_sensor.mxws
EXXX_CFG_CSTR.S_SEN_CUW determines if the sensor is active or not in the system. The label is
bit-coded. If the sensor is present, switch bit ‘0’ to true. If the sensor is not present in the system,
switch bit ‘0’ to false.
Beside the sensor activation the label provides a small set of other settings. For details please
refer to the details given in the MS15 documentation
3.3.7.5.2 Fault handling
EXXX_CFG_CSTR.U_MAX_CW Maximum voltage threshold for electrical fault

EXXX_CFG_CSTR.U_MIN_CW Minimum voltage threshold for electrical fault
EXXX_CFG_CSTR.D_RVAL_CW Own replacement value for sensor
EXXX_CFG_CSTR.PHY_MAX_CW Maximum threshold for physical fault
EXXX_CFG_CSTR.PHY_MIN_CW Minimum threshold for physical fault
63
Max voltage detection

EXXX_CFG_CSTR.U_MAX_CW is the upper voltage at which the ECU sets a fault. The value should
be beyond the maximum voltage that the sensor is capable of supplying to the ECU. Generally this
fault is used to diagnose an unplugged sensor.
A fault due to this threshold is displayed in the fault monitoring. Which sensor the fault has is
shown in fmonact_d_faultnum_uc, the corresponding fault type in fmonact_d_faulttype_uc.
In case this fault is active the replacement value EXXX_CFG_CSTR.D_RVAL_CW is taken for calcula-
tions and displayed in the corresponding variable.
Min Voltage detection

EXXX_CFG_CSTR.U_MIN_CW is the lower threshold voltage that will set a fault. This value should
be set lower than the sensor is capable of supplying to the ECU. Generally this fault is used to
diagnose a short circuit fault in the sensor circuit.
A fault due to this threshold is displayed in the fault monitoring. Which sensor has the fault is
In case this fault is active the replacement value EXXX_CFG_CSTR.D_RVAL_CW is taken for calcula-
tions and displayed in the corresponding variable.
Replacement value in case of error detection

EXXX_CFG_CSTR.D_RVAL_CW is the ‘replacement value’ in case of an electrical sensor fault. It
should be set at a ‘normal’ operating value. For example, 90[°C] would be a good value to use for
the coolant temp sensor in case of a fault of this sensor.
Max physical value detection

EXXX_CFG_CSTR.PHY_MAX_CW is the physical maximum measurable point in a sensor at which a
fault is set. This should correspond to a physical value that is achievable with the sensor but
should not be reached during operation. For example, if the coolant temperature reached 120[°C]
it would be good to have an over temp warning and possibly an engine derate to help decrease
engine temperatures.
In case this fault is active the measured physical value is still displayed in the corresponding vari-
able.
Min physical value detection
EXXX_CFG_CSTR.PHY_MIN_CW works the same as the MAX fault except for the lower range of the
sensor. An example of using this sensor would be for low fuel supply pressure. A derate could be
desired to prevent fuel system damage.
In case this fault is active the measured physical value is still displayed in the corresponding vari-
able (not the replacement value!!!).
64
3.3.7.5.3 Fault / heal debouncing
EXXX_DEB_CSTR.DT_DEF_CUW Defect delay time OK to defect for electrical defect

EXXX_DEB_CSTR.DT_OK_CUW Defect delay time defect to OK for electrical defect
EXXX_PHYDEB_CSTR.DT_DEF_CUW Defect delay time OK to defect for physical defect
EXXX_PHYDEB_CSTR.DT_OK_CUW Defect delay time defect to OK for physical defect
EXXX_DEB_CSTR.DT_DEF_CUW is the ‘debounce’ time for the voltage high/low fault to set once the
fault is detected.
EXXX_DEB_CSTR.DT_OK_CUW is the ‘debounce’ time for the voltage high/low fault to clear after
set if the system is working properly again.
EXXX_PHYDEB_CSTR.DT_DEF_CUW is the ‘debounce’ time for the physical signal high/low fault to
be set once an out of range fault is detected.
EXXX_PHYDEB_CSTR.DT_OK_CUW is the ‘debounce’ time for the physical signal high/low fault to
clear after set if the system is working properly again.
3.3.7.5.4 ECU pin selection
EXXX_CFG_CSTR.CHN_MUX Sensor input chanel selection (ECU PIN)

EXXX_CFG_CSTR.CHN_MUX determines which ECU pin the signal is mapped too. This label gener-
ally should not be changed.
3.3.7.5.5 Sensor characteristics
EXXX_Y_LIN_CSTR.GRAD_CW Gradient for linear sensor calculation

EXXX_Y_LIN_CSTR.OFFS_CW Offset for linear sensor calculation
EXXX_Y_NORM_CUR Normalisation curve for non linear sensor calculation
Linear sensors
Gradient: EXXX_Y_LIN_CSTR.GRAD_CW (Y = sensor type. R=ratio, P=pressure, T=temp, etc) must be
set to match the slope of a linear sensor. Use this in conjunction with calibration variable
EXXX_P_LIN_CSTR.OFFS_CW. This information should be supplied by the sensor manufacturer.
65
Offset: EXXX_Y_LIN_CSTR.OFFS_CW (Y = sensor type. R=Ratio, P=pressure, T=temp, etc) must be

set to match the voltage offset of a linear sensor. Use this in conjunction with calibration variable
EXXX_P_LIN_CSTR.GRAD_CW. This should be supplied by the sensor manufacturer.
Non-linear sensors
EXXX_T_NORM_CUR defines the characteristic curve of a non-linear sensor. For resistance based
sensors use supplied tool “Calculation_Temperature sensor.xls” to convert the sensor characteris-
tic curve from resistance to voltage. The characteristic curve should be supplied by the sensor
manufacturer.
3.3.7.5.6 Signal filtering
EXXX_PT1_CSTR.T1 PT1 filter structure

EXXX_PT1_CSTR.T1 is used to filter out noise in the system. Each sensor could require a different
filter value to make a smooth, yet fast responding signal.
3.3.8 Basic settings for engine speed evaluation and synchroni-

zation
ECRK_D_CYLy_CSTR.PHI_GPPOS_W Gap position data for y cylinder engine

y = number of cylinders
ECAM_S_CAMPINLOGIC_CB CAM signal logic flag
Corresponding MODAS-Worksheet: Synchronization.mxws
The engine speed is measured using the crankshaft sensor. For synchronization purpose addition-
ally the camshaft sensor is used.
3.3.8.1 Mechanical flywheel requirements

The crank- and camshaft tonewheel have to match the following mechanical main requirements in
order to be able to synchronize the engine with the MS15.
Crankshaft-requirements: 60-2 tonewheel
Camshaft-requirements: One tooth tonewheel (tooth = 20…25[°Cam] = 40…50[°Crk]).
Mounting requirements: The tone wheels have to be mounted to the engine so that…
The crankshaft gap (before TDC of cylinder 1 occurs) passes the crankshaft sensor at the same
moment at which the tooth of the camshaft passes the camshaft sensor.
The crankshaft gap does not pass the crankshaft sensor while one cylinder is in expansion.
66
The following sketch gives an overview about the requirements for a 6-cylinder engine:
Crk-gap 1 TDC 1 Crk-gap 2
ECRK_D_CYL6_CSTR.PHI_GPPOS_W = 180 [°Crk]
crankshaft
camshaft
high level
0 Hall sensor signal camshaft (ECAM_S_CAMPINLOGIC_CB = 1) low level
1 high level
low level Hall sensor signal camshaft inverted (ECAM_S_CAMPINLOGIC_CB = 0)
For more details please refer to chapter “7.5 Evaluation of Engine Speed Sensing (EESS)” of the
MS15 documentation, where you can also find the requirements for 4- and 5-cylinder engines.
In case you match exactly the given configuration with your system (depending on the number of
cylinders), you just have to check the polarity of the camshaft signal to be able to set the calibra-
tion of ECAM_S_CAMPINLOGIC_CB correct.
The default calibration of ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of cylinders), which
contains the angle between TDC of cylinder 1 and the following crankshaft gap, fits already to
these conditions.
In case the mounting conditions on the engine are different compared to the configuration given in
the MS15 documentation, the calibration labels…
ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of cylinders)
ECAM_S_CAMPINLOGIC_CB …have to be set accordingly.
For more details to find the good calibration of ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of
cylinders) please refer to chapter “Synchronization setup”.
67
Check of correct injection order
4 Check of correct injection order

To ensure a safe operation of the engine the firing order of the injectors has to be correct. The
connections done within chapter “Correct connection order of the injectors” have to be double
checked now by controlling the injectors electrically while the engine is not running.
To control the injectors electrically the MS15 needs an engine speed signal and a rail pressure set
point unequal to “0”.
Using the function “Remote Control” (RMTC) it is possible to generate an internal engine speed
signal although the engine is not running and also to set the set point for the rail pressure inde-
pendent of all normally necessary conditions.
IMPORTANT HINT: The use of the RMTC function has to be done very carefully!!! Do not use the
function without any given advices from Bosch Motorsport side (e.g. like the following descrip-
tion)! It is very easy to seriously damage or even destroy the engine using the RMTC function!
4.1 Use of RMTC function to check correct injection order


RMTC_S_EESS_CUC Switch to enable remote control mode for funtion EESS
RMTC_N_EESS_CW Remote control value for engine speed (eess_n_avg_w)
RMTC_P_FPSC_CW Remote control value for rail pressure setpoint (fpsc_p_w)
Corresponding MODAS-Worksheet: RMTC_Inj_Order.mxws
Please follow exactly to the below given advices to check the correct firing order:
Engine is not running!
Set RMTC_N_EESS_CW to 700[rpm] (replacement value for engine speed (eess_n_avg_w))
Set RMTC_P_FPSC_CW to 50[MPa] (replacement value for rail pressure set point (fpsc_p_w))
Set RMTC_S_EESS_CUC to 1 (enable remote control for function EESS)
Set RMTC_S_FPSC_CUC to 1 (enable remote control for function FPSC)
Set RMTC_S_VS100_ON_CB to 1 (global enable of remote control)
Check eess_n_avg_w = 700[rpm] and fpsc_p_w = 50[MPa]
The injectors should click now one after the other in the correct firing order – to evaluate go close
to the engine and listen
In case the clicks are too fast to locate the injector firing order you can reduce the engine speed in
RMTC_N_EESS_CW to a smaller value (e.g. 500[rpm])
In case the injector firing order is NOT correct the connection order of the harness plugs to the
injectors has to be checked (see chapter “Correct connection order of the injectors”). Change the
connections to get the correct firing order.
To avoid any damage to the injectors do not run the injectors longer in the remote control mode
than necessary to check the firing order!
Reset RMTC_S_VS100_ON_CB to 0 (global disable of remote control)
68
Check of correct injection order
Check eess_n_avg_w = 0[rpm] and fpsc_p_w = 0[MPa]

Reset RMTC_S_FPSC_CUC to 0 (disable remote control for function FPSC)
Reset RMTC_S_EESS_CUC to 0 (disable remote control for function EESS)
Set RMTC_P_FPSC_CW to 0[MPa] (replacement value for rail pressure set point (fpsc_p_w))
Set RMTC_N_EESS_CW to 0[rpm] (replacement value for engine speed (eess_n_avg_w))
69
Cranking of the engine (no injection)
5 Cranking of the engine (no injection)

The engine is now “nearly” ready to be cranked for the first time. Before cranking the engine for
the first time it must be checked, if there are any faults active, which have to be eliminated before
(see chapter “Error check”).
After the check for errors is complete and are no faults that prevent engine cranking, the next
mandatory step is the prevent fuel from being injected while the engine is cranked for the first
time (see chapter “Avoid fuel injection during synchronization check”).
Now the engine is ready to be cranked for the first time, in order to check the synchronization
behavior (see chapter “Check synchronization setup”).
The next calibration steps that have to be performed are described in the subsequent chapters. It
is recommended to follow the sequence of the chapters to achieve a best possible calibration
result.
5.1 Error check
Corresponding MODAS-Worksheet: Faults_memory.mxws
Before cranking the engine it is mandatory that there are no active faults in the system in order to
ensure a safe operation. To check the correct function of all components the fault information
displayed in fmonact_d_faultnum_uc and fmonact_d_faulttype_uc have to be evaluated.
If everything is fine, neither variable will show a message (= 0). In case one or more faults are
active in the system they are displayed within these two variables. The information given in the
variables helps to locate and solve the fault(s).
The most probable reasons for faults of sensors are:

- Sensors are enabled in SW although they are not equipped
 Check setting for the corresponding sensor of EXXX_CFG_CSTR.S_SEN_CUW
- Wrong calibration of the minimum / maximum thresholds for the electrical / physical
thresholds
 Check setting for the corresponding sensor of…
o …electrical: EXXX_CFG_CSTR.U_MAX_CW and EXXX_CFG_CSTR.U_MIN_CW
o …physical: EXXX_CFG_CSTR.PHY_MAX_CW, EXXX_CFG_CSTR.PHY_MIN_CW
- Too short debounce times for final electrical / physical fault detection
 Check setting for the corresponding sensor of …
o …electrical: EXXX_DEB_CSTR.DT_DEF_CUW
o …physical: EXXX_PHYDEB_CSTR.DT_DEF_CUW
In case of other faults please refer to more detailed information provided by the MS15 documen-
tation.
70
To erase faults memory by data, set the switch FMON_S_NEWAPPDATA_CB to true (1) and reset to
false (0) within a time window (FMON_DT_ERASEMAX_CUC < fmon_dt_erasef_uc <
FMON_DT_ERASEMIN_CUC). The faults are able to be erased after the syncronisation time
FMON_DT_ON_CUW. Faults active can not be erased.
5.2 Avoid fuel injection during synchronization check

FPC3_I_FLOWNORM_CUR Norm curve to calculate current equivalent of the FMU flow

ratio
To avoid any fuel being injected during the first cranking of the engine, do the following setting in
calibration for the characteristic curve of the HP pump.
FPC3_I_FLOWNORM_CUR
[%] 0.0 2.7 10.1 15.1 24.3 43.6 62.9 78.3 92.7 100.0
[mA] 1700 1700 1700 1700 1700 1700 1700 1700 1700 1700
Background information:
If no fuel is inside the HP fuel rail it is not possible to inject fuel by the injectors  no firing of the
engine is possible!
The target in order to avoid a firing of the engine is to avoid fuel coming to the HP fuel rail. The
fuel delivered to the HP fuel rail is controlled by the fuel metering unit (FMU). That means if the
FMU does not deliver any fuel to the HP fuel rail the engine can not be fired!
The function logic of the FMU is, that it does not deliver any fuel, if it is controlled with the maxi-
mum current value of 1700[mA]. To avoid fuel injection the complete FMU characteristic curve is
set to the maximum current value of 1700[mA] (see above) in order that no fuel comes to the HP
fuel rail and so no firing is possible!
The benefit of this strategy is that there is still fuel available in the LP fuel circuit for the necessary
lubrication of the turning HP pump, which would be not the case if e.g. the electrical fuel pump
(EFP) would be only disconnected!
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5.3 Detection of calibrated position of TDC cylinder 1
ECRK_D_CYLy_CSTR.PHI_GPPOS_W Gap position data for y cylinder engine

(y = number of cylinders)
Corresponding MODAS-Worksheet: Synchronisation.mxws
The TDC position for cylinder 1 is calibrated relative to the crankshaft gap position, with the cali-
bration label ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of cylinders). The position of the
crankshaft gap is detected by the MS15 SW.
To ensure a good and safe operation of the engine it is mandatory that the physical position of
TDC cylinder 1 is equal to the calibrated position of TDC cylinder 1.
The relation between physical and calibrated position of TDC cylinder 1 can be checked by meas-
uring the following two signals with a transient recorder (high sample rate >10[kHz]) while crank-
ing the engine
Cylinder 1 indication of dyno OR Cylinder pressure signal of Cylinder 1 (physical position)*
Cylinder 1 injector control signal in case begin of injection angle is calibrated to bimi_phi_w =
0[°Crk]
* If the engine dyno does not provide the possibility of “cylinder 1 detection” the physical TDC
cylinder 1 position has to be determined by the cylinder 1 pressure signal. This pressure can not
be measured with the MS15. To measure this signal special measurement equipment is necessary.
To measure the calibrated TDC cylinder 1 position a workaround in calibration is necessary.

 With the calibration in the map BIMI_PHI_STRT_GMP the beginning of injection angle (during
engine start) is set relative to TDC. Set the calibration map BIMI_PHI_STRT_GMP completely to “0”.
With this setting the electrical control for the injector starts directly at the TDC cylinder 1 during
engine start.
Now the TDC position of cylinder 1 can be displayed with a transient recorder by using a current
probe to measure the electrical control signal of cylinder 1.
The physical and the calibrated position of the TDC cylinder 1 are equal, if the position of the
cylinder 1 indication OR max cylinder pressure (physical) is same with the position at which the
injection signal starts (calibrated).
Do the check of the correct TDC position in parallel with the first cranking of the engine for the
synchronization check (see chapter “Check synchronization setup”).
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5.4 Check synchronization setup
After it has been verified that there are no active errors in the system (see chapter “Error check”)
and after the necessary settings to avoid fuel injection (see chapter “Avoid fuel injection during
synchronisation check”) are performed, the engine can be cranked to measure and store the
following signals with a transient recorder (high sample rate > 10[kHz]) in order to check the
synchronization behaviour:
crankshaft signal
camshaft signal
Cylinder 1 indication OR cylinder pressure signal of cylinder 1 (see chapter “Detection of cali-
brated position of TDC cylinder 1”)
injector current of cylinder 1 (see chapter “Detection of calibrated position of TDC cylinder 1”)
Use the measurement to verify the calibrated position of TDC cylinder 1 by comparing the angle
between the maximum of the cylinder pressure signal to the following crankshaft gap with the
value calibrated in ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of cylinders).
The angle can be measured by counting the crankshaft teeth. Each tooth is equal 6[°Crk]
(360[°Crk] / 60[teeth] = 6[°Crk] / 1[tooth]).
If the value of ECRK_D_CYLy_CSTR.PHI_GPPOS_W (y = number of cylinders) and the degrees meas-
ured from TDC cylinder 1 to the following crankshaft gap are equal, then the calibrated TDC cylin-
der 1 position is equal to the physical TDC1 position, marked by the maximum of the cylinder
pressure signal.
5.4.1 Check crankshaft signal polarity

The signal polarity of the crankshaft signal can be checked by the signal level in the crankshaft
gap.
Good crankshaft signal polarity – long low level followed by short high level inside crankshaft gap:
Good crankshaft signal polarity:
short high level
long low level
Wrong crankshaft signal polarity – long high level followed by short low level inside crankshaft
gap:
Good crankshaft signal polarity:
long high level
short low level
If the signal polarity is wrong the system will be able to synchronize, but all angles will be shifted
by 3[°Crk] compared to the correct physical position of the engine.
To fix the wrong signal polarity just swap e.g. the electrical lines at the crankshaft sensor.
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5.4.2 Position of segment synchronous interrupt

EESS_D_CYLy_CSTR.PHI_SEG0_W Position of segment synchronous interrupt

(y=number of cylinders
EESS_N_MIN_CW Minimum engine speed to detect engine stop
EESS_N_ACCEL_PHASE_SEARCH_CW Engine speed threshold to consider correct engine phase
during test-injections
EESS_CT_PHASE_VERIFY_CUC Number of revs to verify the present engine phase if detected
by acceleration in WAIT_PHASE
Corresponding MODAS-Worksheet: Synchronisation.mxws
The segment synchronous interrupt is used to calculate all parameters for the injection of the
following cylinder. The position of the segment synchronous interrupt is calibrated relative to the
TDC position using the calibration value EESS_D_CYLy_CSTR.PHI_SEG0_W (y = number of cylin-
ders).
It is mandatory to check that the calibrated position of the segment synchronous interrupt is not
inside the crankshaft gap. In case the segment synchronous interrupt is inside the crankshaft gap
the calculation of the engine speed (eess_n_avg_w) will be faulty  although the engine physically
is running without oscillations the displayed engine speed (eess_n_avg_w) will show oscillations.
To solve the problem…
…increase the angle EESS_D_CYLy_CSTR.PHI_SEG0_W (y = number of cylinders) until the position
of the segment synchronous interrupt is at the falling edge with which the crankshaft gap begins
OR
…decrease the angle EESS_D_CYLy_CSTR.PHI_SEG0_W (y = number of cylinders) until the position
of the segment synchronous interrupt is at the second falling edge after the crankshaft gap!
The following picture shows examples for good and bad calibrations of the segment synchronous
interrupt position on a 4-cylinder engine.
Calibration of Segment Synchronous Interrupt

Crk-gap 1 TDC 4 TDC 1 Crk-gap 2
ECRK_D_CYL4_CSTR.PHI_GAPPOS_W = 90
good EESS_D_CYL4_CSTR.PHI_SEG0_W = 108[°Crk] EESS_D_CYL4_CSTR.PHI_SEG0_W = 108[°Crk]
[°Crk]
good EESS_D_CYL4_CSTR.PHI_SEG0_W = 84[°Crk] EESS_D_CYL4_CSTR.PHI_SEG0_W = 84[°Crk]
crankshaft
EESS_D_CYL4_CSTR.PHI_SEG0_W = EESS_D_CYL4_CSTR.PHI_SEG0_W =
bad 90…102 [°Crk] 90…102 [°Crk]
Graphic 26 ( Calibration_SegSyncInt.xls )
Synchronization states of Meta-state machine (eess_s_meta_uc)
74
The synchronization state of the system is displayed in the Meta-state machine (eess_s_meta_uc).
The system is well synchronized if the Meta-state machine is equal EESS_S_M_OK_DUC (=10).
The Meta-state machine (eess_s_meta_uc) has the following subsequent states in case all signals
are ok and the synchronization works fine:
0 "Engine stopped"
1 "Searching valid INCs"
2 "Searching for 1st gap"
4 "wait for corr. phase, angle correct mod. 360 deg."
5 "Phase Verify after accel."
9 "runs w/o CAM"
10 "all OK"
11 "Remote controlled"
EESS_S_M_TIMEOUT_DUC (=0) – Engine has stopped  engine speed (eess_n_avg_w) is below
EESS_N_MIN_CW.
EESS_S_M_POLLING_DUC (=1) – This is an intermediate state in which the Meta-state machine is

initialized while the system is polling for the crank signal and/or the cam signal from the sensors.
The state is left again as soon as valid signals from crankshaft and / or camshaft are detected.
EESS_S_M_WAIT_GAP_DUC (=2) – This is an intermediate state in which the Meta-state machine is

waiting for the detection of the crankshaft gap. The state is left again as soon as the gap position
is detected by the MS15 SW. When the state is left the system angle is correct modulo 360[°Crk].
EESS_S_M_WAIT_PHASE_DUC (=4) – This is an intermediate state in which the Meta-state machine

is waiting for the detection of the valid camshaft signal level. After the valid camshaft signal infor-
mation is found, the system angle is corrected by 360[°Crk] if necessary. Now the signals of crank-
and camshaft are valid and the final state of the Meta-state machine EESS_S_M_OK_DUC (=10) is
entered
In parallel to the evaluation of the camshaft signal injections are released in case the engine speed
(eess_n_avg_w) is smaller than EESS_N_ACCEL_PHASE_SEARCH_CW. If the engine accelerates
based on the injections to an engine speed (eess_n_avg_w) higher than
EESS_N_ACCEL_PHASE_SEARCH_CW, then the present system angle (ecrk_phi_w) based on the
crankshaft gap is set valid and the Meta-state machine changes to state
EESS_S_M_VERIFY_PHASE_DUC (=5) without having the detailed information of the camshaft.
EESS_S_M_OK_DUC (=10) – This is the final state of the Meta-state machine in case the synchroni-
zation was successful.
The Meta-state machine remains in this state until the engine is stopped (eess_n_avg_w <
EESS_N_MIN_CW) or until a defect crankshaft sensor is detected (ecrk_s_def_uc).
For further operation of the engine only the crankshaft signal is used. That means that the engine
can be operated normally without camshaft as long as it keeps running. If the engine is stopped
and restarted the camshaft signal is necessary again for a normal start procedure.
75
There are two additional states which are used in case that the camshaft signal is not valid. If
these states are used the synchronization system has a fault or the layout is not optimized. Never-
theless the engine can be started with the MS15 system using a backup strategy for a defect
camshaft signal. It is not possible to start the engine if the crankshaft system has a fault.
EESS_S_M_VERIFY_PHASE_DUC (=5) – This state is an intermediate state in which the Meta-state

machine is waiting for the verification of the system angle, which was set due to an acceleration
forced by the injections that were released in state EESS_S_M_WAIT_PHASE_DUC (=4). If the engine
speed stays above the calibrated threshold EESS_N_ACCEL_PHASE_SEARCH_CW for more than the
calibrated number of crankshaft revolutions set in EESS_CT_PHASE_VERIFY_CUC, then the Meta-
state machine changes to state EESS_S_M_ALONE_DUC (=9).
EESS_S_M_ALONE_DUC (=9) – This is the final state of the Meta-state machine in case that the
synchronization was successful without valid camshaft signal. The angle accuracy is as precise as
in state EESS_S_M_OK_DUC (=10).
The Meta-state machine remains in this state until the engine is stopped (eess_n_avg_w <
EESS_N_MIN_CW) or until a defect crankshaft sensor is detected (ecrk_s_def_uc).
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Fire the engine
6 Fire the engine

Now all settings and checks in SW are performed to be able to start the engine for the first time.
Before the start button is pressed it has to be ensured again that all necessary fluid plugs (e.g. oil,
fuel, water) are connected and that the accelerator pedal (eapp_pv_w) is in 0[%]-position.
Based on the settings done in chapter 3, the engine speed (eess_n_avg_w) should reach the idle
speed set point (lisc_n_w) of 1000[rpm] after the starter button is pressed.
For all calibrations done with a fired engine it is mandatory to check the cylinder pressure signal
and the exhaust gas temperature in order to ensure, that they always stay in the valid range (the
valid limits are given by the engine- and turbocharger-manufacturer)!!!
Further on it is important to check that some basic temperature (water, oil, etc…) and pressure
(water, oil, etc…) values stay inside the valid tolerances, given by the engine manufacturer. As
soon as one value is out of range stop the engine and solve the problem before proceeding with
the calibration work.
Normally an engine dynamometer (dyno) provides the possibility to monitor some essential engine
data and to stop the engine in case of problems. Following there is a list containing some data
that should be monitored with the data including a backup strategy the dyno uses in case of prob-
lems:
Pressure signals.
Physical signal MS15 name Limit to monitor

Cylinder pressure not part of MS15 SW maximum value
Exhaust gas pressure eegp_p_w minimum and maximum value
Oil pressure eops_p_w minimum and maximum value
Low fuel pressure elfps_p_w minimum and maximum value
Boost pressure ebps_p_w maximum value
Temperature signals
Exhaust gas temperature eegt_t_w maximum value

Oil temperature eots_t_w minimum and maximum value
Coolant water temperature ects_t_w minimum value
Fuel temperature efts_t_w maximum value
Boost temperature ebts_t_w maximum value
Feel free to check the measure window called “Engine_stress_monitoring” which is available in all
suggested MODAS-Worksheets.
Recommandation: configure the monitoring threshold accordingly to your engine requirements.
See the configuration example below:
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Fire the engine
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Fire the engine
6.1 Engine does not reach idle speed


FPSC_P_SPST_MAP Base map fuel pressure set point for start
In case the engine does not start or the low idle speed set point (lisc_n_w) is not reached after the
start button is pressed, check the following values to solve the problem:
Injection begin angle (bimi_phi_w) – should be equal to the data in BIMI_PHI_STRT_GMP. Please
check that the position of the maximum cylinder pressure value is not too early, which could
damage the piston. A good position is at about 10[°Crk] after TDC. If necessary do a fine tuning of
the BIMI calibration in BIMI_PHI_STRT_GMP.
In case the position of the maximum cylinder pressure is too early the calibration of the beginning
of injection angle has to be reduced at the corresponding working point in map
BIMI_PHI_STRT_GMP.
In case the position of the maximum cylinder pressure is too late the calibration of the beginning
of injection angle has to be increased at the corresponding working point in map
BIMI_PHI_STRT_GMP.
Injection fuel quantity (fqsc_q_w) – as long as the injection fuel quantity (fqsc_q_w) is calculated in
start mode (fqsc_s_uc = 243 = start procedure) the injection quantity has to refer to the calibra-
tion of STRT_Q_MAP.
When the start mode is left and the pedal command (eapp_pv_w) is 0 the control of the injection
fuel quantity (fqsc_q_w) is done by the low idle controller (fqsc_s_uc = 240 = low idle governor).
In case the accelerator pedal (eapp_pv_w) is unequal to 0[%] the engine speed (eess_n_avg_w) is
probably higher than the low idle speed set point (lisc_n_w) and the injection fuel quantity
(fqsc_q_w) is calculated based on the driver’s demand (fqsc_s_uc = 241 = driver over pedal in
control).
In case no fuel at all is injected, check the fuel injection state (fqsc_s_uc). If it is equal
FQSC_S_ZERO_DUC (251) then there is a request in the ECU to disable injections and the engine
will not start. This needs to be fixed in order for the engine to start. In this case check the state of
the central monitoring logic (cmol_s_qzero_uc) in bit form and see what bit(s) is/are disabling
injection. See the software documentation for more details.
Rail pressure (efps_p_w) –as long as the system is in start mode (strt_s_uc != 0 = AFTER_START)
the rail pressure (efps_p_w) must increase to the rail pressure set point (fpsc_p_w) set in
FPSC_P_SPST_MAP. As soon as the start mode is left (strt_s_uc = 0 = AFTER_START) the rail pres-
sure (efps_p_w) must become equal to the referring set point derived from the map
FPSC_P_SP_MAP. Measure the control state of the HP pump (fpc3_s_mode_uc) and check the state
transitions  they should proceed from FPC3_S_START_DUC (4) to FPC3_S_CNTRL_DUC (9).
If the rail pressure does not increase at all check…
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Fire the engine
- …the HP pump control state (fpc3_s_mode_uc)

- …the control command of the HP pump (fpsc_dc_w) as well as the HP pump current value
(fpc3_i_filt_w) – remember that high current values are equivalent to low flow ratios.
- …the low fuel pressure (elfps_p_w) – should meet the high pressure pump specification
given by the manufacturer.
- …the HP-system for leakage.
If the engine does not start although the position of the injection angle and the rail pressure are
fine, it is necessary to increase the injection fuel quantity in map STRT_Q_MAP.
In case the injection fuel quantity during start is increased also the injection begin angle has to be
increased (bigger value in BIMI_PHI_STRT_GMP).
6.2 Engine starts with big overshoot in engine speed


If the engine starts with a big overshoot (>200[rpm]) in engine speed (eess_n_avg_w) before the
low idle speed set point (lisc_n_w) is reached, then the injection fuel quantity during start cali-
brated in STRT_Q_MAP is too high. The combustion noise in this case is probably quite loud.
Reduce the calibrated injection fuel quantity in STRT_Q_MAP in order to reduce the overshoot in
engine speed (eess_n_avg_w) and the combustion noise.
Please take into consideration that the beginning of injection angle calibrated in
BIMI_PHI_STRT_GMP has to be reduced as well to ensure the correct position of the maximum
cylinder pressure at about 10[°Crk] after TDC if the injection fuel quantity is reduced.
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Fire the engine
6.3 Calibration of low idle controller

LICO_PW_CSTR.CPWIN P-part negative signal amplification (WARM)

LICO_PW_CSTR.CPNEG P-part positive signal amplification (WARM)
LICO_PW_CSTR.CPPOS P-part small signal amplification (WARM)
LICO_PW_CSTR.WINEG negative small signal window (WARM)
LICO_PW_CSTR.WIPOS positive small signal window (WARM)
LICO_PC_CSTR.CPWIN P-part negative signal amplification (COLD)
LICO_PC_CSTR.CPNEG P-part positive signal amplification (COLD)
LICO_PC_CSTR.CPPOS P-part small signal amplification (COLD)
LICO_PC_CSTR.WINEG negative small signal window (COLD)
LICO_PC_CSTR.WIPOS positive small signal window (COLD)
LICO_IW_CSTR.CIWIN I-Part neg. signal amplification (WARM)
LICO_IW_CSTR.CINEG I-Part pos. signal amplification (WARM)
LICO_IW_CSTR.CIPOS I-Part small signal amplification (WARM)
LICO_IW_CSTR.WINEG I-Part neg. window for small signal amplification (WARM)
LICO_IW_CSTR.WIPOS I-Part pos. window for small signal amplification (WARM)
LICO_IC_CSTR.CIWIN I-Part neg. signal amplification (COLD)
LICO_IC_CSTR.CINEG I-Part pos. signal amplification (COLD)
LICO_IC_CSTR.CIPOS I-Part small signal amplification (COLD)
LICO_IC_CSTR.WINEG I-Part neg. window for small signal amplification (COLD)
LICO_IC_CSTR.WIPOS I-Part pos. window for small signal amplification (COLD)
To calibrate the low idle controller please use the excel file “Calibration_LowIdleSpeed.xls”. To
achieve a good calibration the control parameters must be used
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Fire the engine
The following table is an extract of the excel file “Calibration_LowIdleSpeed.xls” showing the
calibration process for the low idle speed controller. The excel file contains a sheet called “Cali-
bration” in which all necessary calculations are done that should be used to do the calibration.
1 The calibration is done with the label set for a warm engine.
Hint: All low idle speed control parameters are available twice - one with C=cold one with W=warm)
2 Start the engine
3 Make sure that the engine temperature (ects_t_w) is above the threshold to use the parameter set for a WARM engine
LICO_T_CTTHRS_CW (if necessary change LICO_T_CTTHRS_CW accordingly)
4 Open small signal window of P-Part completely
Set LICO_PW_CSTR.WINEG = -500[rpm]
Set LICO_PW_CSTR.WIPOS = 500[rpm]
5 Disable I- and DT1-Part of the low Idle controler
Set LICO_IW_CSTR.CI* = 0[(mg/str)/(rpm/s)]
Set LICO_DCONW_CSTR.CD = 0[(mg/str)/rpm)]
6 START MEASUREMENT
7 Increase P-Part LICO_PW_CSTR.CPWIN slowly until enginespeed starts to oscillate (use increment-values of 0,02[[mg/str]/rpm])
8 Let the engine speed (eess_n_avg_w) oscillate for ~15[s]. Then decrease the P-Part until the system becomes stable again (use
decrement-values of 0,02[[mg/str]/rpm]). The P-Part value at which the system starts to be stable again is the critical P-Part Pcrit - write
this value to cell "Critical gain Pcrit" on sheet "Calibration".
9 STOP MEASUREMENT
10 Enable I-Part of low idle controler again with default values
LICO_IW_CSTR.CI* = default value(s) from reference page (ModasSport Short Key: Ctrl+R)
LICO_DCONW_CSTR.CD = default value(s) from reference page (ModasSport Short Key: Ctrl+R)
11 Stop the engine!
12 Evaluate measured data:
count e.g. 50 oscillations and measure the time.
Write the overall period for all counted oscillations to cell "Time range dT" on sheet "Calibration".
Write the number of counted oscillations to cell "N° of oscillations in dT" on sheet "Calibration".
--> The critical frequency fcrit is calculated automatically based on these values.
13 Transfer all values in green cells on sheet "Calibration" to the given calibration labels.
14 Calibration of low idle control parameters for a cold engine
15 For the first rough calibration of the COLD engine it is COLD equal WARM
Corresponding excel file: “Calibration_LowIdleSpeed.xls” – sheet “HowTo”
After the calibration of the low idle controller is finished, please check the stability of the engine
speed at low idle speed.
The MS15 SW provides a lot of more settings for the low idle controller. Only in case a stable
control is not possible following the advices given in the table above it could help to have a close
look to the detailed function description in the related complete MS15 documentation.
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Fire the engine
6.4 Rail pressure is oscillating in idle speed

FPC3_CP_FLOWRATIO_CSTR.CPWIN P-part of rail pressure controller (HP pump)

FPC3_CI_FLOWRATIO_CSTR.CIWIN I-part of rail pressure controller (HP pump)
After the engine is running in idle mode the next step is to check the rail pressure control quality.
In case there are oscillations in rail pressure > 10 [MPa] amplitude they have to be reduced, be-
cause they can influence the quality of the low idle controller  result will be engine speed oscil-
lations.
At this stage of the engine calibration the HP pump control parameters can be reduced manually
in order to steady the rail pressure control quality, because right now the rail pressure control
must not satisfy high dynamic conditions – it is sufficient if the rail pressure is stable in non-
dynamic conditions.
The way to calibrate the rail pressure controller in order to work well under high dynamic condi-
tions is described in chapter “Calibration of rail pressure controller”.
Most probable at this stage of the engine calibration an improvement in stable conditions can be
achieved by reducing the calibration of the I-part of the rail pressure controller
FPC3_CI_FLOWRATIO_CSTR.CIWIN. Decrement the calibration by 0.01[%/MPa/s] steps until the
measured rail pressure (efps_p_w) fits well to the rail pressure set point (fpsc_p_w). If a good
calibration can not be achieved by using only the I-part the P-part
FPC3_CP_FLOWRATIO_CSTR.CPWIN can be reduced as well in decrement steps of 0.01[%/MPa].
The calibration of the rail pressure control at this stage of the calibration is finished if the rail
pressure (efps_p_w) oscillations are in a window smaller than the amplitude of < 10[MPa] sym-
metrically around the rail pressure set point (fpsc_p_w).
6.5 Updates of load/engine speeds limitaions
On the following calibration steps the engine is calibrated at different operating points. The oper-
ating points are defined by injection fuel quantity (fqsc_q_w) and engine speed (eess_n_avg_w),
whereby the injection fuel quantity (fqsc_q_w) is limited at. 30[mg/str]) and the engine speed is
limited at 3000[rpm] according to the aforementionned dataset preparation.
Target of the dataset updates described below is to allow engine speed (eess_n_avg_w) greater
than 3000[rpm] and injected fuel quantity (fqsc_q_w) greater than 30[mg/st].
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Fire the engine
6.5.1 Updates of high idle speed set point and cut-in engine
speed of high idle controller

To be able to perform calibration tasks described in the next chapters, it is necessary to increase
the high idle speed set point in HISP_N_BASE_CW – otherwise the engine will be limited by this
value. The cut-in engine speed for the high idle controller HISP_N_DROOP_CW might be adjusted
to the changed maximum engine speed value as well.
Do not set the high idle speed set point HISP_N_BASE_CW to a value higher than the one your
engine is capable to run at! A fault in this calibration can force serious damage to the engine!
6.5.2 Updates of injection fuel quantity limitations


To be able to perform calibration tasks described in the next chapters, it is necessary to change
FLIM_Q_TLIM_GMP and FLIM_Q_SMOKE_MAP in order that the desired injection fuel quantity
(fqsc_q_w) can be injected.
Do not set the calibration of the injection fuel quantity in one of the maps FLIM_Q_TLIM_GMP and
FLIM_Q_SMOKE_MAP at any operating point to a value higher than the one your engine is capable
to run with! A fault in these calibrations can force serious damage to the engine!
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Fire the engine
6.6 Calibration of rail pressure controller

FPC3_S_CALIBRATION_MODE_CB Enable/disable rail pressure controller calibration mode

FPC3_SF_CP_NEG_CW Ratio to calculate P-part amplification in large negative window
FPC3_SF_CP_POS_CW Ratio to calculate P-part amplification in large positive window
FPC3_CP_FLOWRATIO_CSTR.CPWIN P-part small signal amplification
FPC3_CP_FLOWRATIOCSTR.WNEG Negative window for small P-part signal amplification
FPC3_CP_FLOWRATIOCSTR.WPOS Positive window for small P-part signal amplification
FPC3_SF_CI_NEG_CW Ratio to calculate I-part amplification in large negative window
FPC3_SF_CI_POS_CW Ratio to calculate I-part amplification in large positive window
FPC3_CI_FLOWRATIO_CSTR.CIWIN I-Part small signal amplification
FPC3_CI_FLOWRATIOCSTR.WNEG Negative window for small I-part signal amplification
FPC3_CI_FLOWRATIOCSTR.WPOS Positive window for small I-part signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CNEG DT1-CD-parameter neg. large signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CPOS DT1-CD-parameter pos. large signal amplification
FPC3_CDT1_FLOWRATIO_CSTR.CWIN DT1-CD-parameter small signal (always ZERO)
FPC3_CDT1_FLOWRATIO_CSTR.T1 DT1-T1 parameter fuel pressure controller
FPC3_CDT1_FLOWRATIOCSTR.WNEG Negative window for small DT1-part signal amplification
FPC3_CDT1_FLOWRATIOCSTR.WPOS Positive window for small DT1-part signal amplification
FPC3_PT1_P_CSTR.T1 T1 parameter for PT1
RMTC_P_FPSC_CW Remote control value for rail pressure set point (fpsc_p_w)
Corresponding Excel-Data: Calibration_PrailCtrl.xls

The rail pressure controller is calibrated using one constant injection quantity of 30[mg/str] over
the complete engine speed range (for small engine speeds (<2250rpm) probably smaller injection
quantities have to be used!). In order to proceed with the calibration in this topic all calibrations
of the previous chapters have to be finished.
The resulting rail pressure control parameters of the calibration will be valid also for full load
portion, because the different injection fuel quantities are already compensated by the calibration
in the high pressure pump pre control map FPC3_R_PRE_GMP.
For the different engine speed set points during the rail pressure controller calibration the same
values like in BIMI_PHI_BASE_MAP and BPCO_DC_PRECON_GMP should be used.
The following table is an extract of the excel file “Calibration_PrailCtrl.xls” showing the calibration
process for the rail pressure controller. The excel file contains a sheet called “Calibration” in
which all necessary calculations are done that should be used to do the calibration.
(Corresponding excel file: “Calibration_PrailCtrl.xls” – sheet “HowTo”)
85
Fire the engine
1 Start the engine

2 Run engine at below given first engine speed (default 1000[rpm]). When the engine is running stable proceed with next step.
3 Disable use of speed dependent scaling factors during calibration process
FPC3_S_CALIBRATION_MODE_CB = 1
Set all FPC3_CP_FLOWRATIO_CSTR.WINEG = -200[MPa]
Set all FPC3_CP_FLOWRATIO_CSTR.WIPOS = 200[MPa]
5 Set the rail pressure set point by remote control function to a fixed value that matches best the rail pressure set point (fpsc_p_w) at the
present conditions.
RMTC_P_FPSC_CW = fpsc_p_w [MPa]
6 Enable the remote function for the rail pressure set point.
RMTC_S_FPSC_CUC = 1
7 Set the injection fuel quantity by remote control function to a fixed value that matches best the injection fuel quantity (fqsc_q_w) at the
present conditions.
RMTC_Q_FQSC_CW = fqsc_q_w [mg/str]
8 Enable the remote function for the injection fuel quantity.
RMTC_S_FQSC_CUC = 1
9 Enable the global use of the remote control function.
RMTC_S_VS100_ON_CB = 1
10 Check that the rail pressure set point (fpsc_p_w) is equal to the value set in RMTC_P_FPSC_CW
11 Check that the injection fuel quantity (fqsc_q_w) is equal to the value set in RMTC_Q_FQSC_CW
12 Check that the engine is running stable.
13 Wait until the rail pressure is stabilized and then disable I-Part of HP pump controler
FPC3_CI_FLOWRATIO_CSTR.CIWIN = 0
14 Wait until the rail pressure is stabilized and then disable DT1-Part of HP pump controler
FPC3_CDT1_FLOWRATIO_CSTR.CWIN = 0
FPC3_CDT1_FLOWRATIO_CSTR.CNEG = 0
FPC3_CDT1_FLOWRATIO_CSTR.CPOS = 0
15 START MEASUREMENT
16 Increase P-Part of HP pump FPC3_CP_FLOWRATIO_CSTR.CPWIN slowly until the rail pressure starts to oscillate heavily.
17 Let the railpressure oscillate for ~15[s] before you start to decrease the P-Part of the HP pump FPC3_CP_FLOWRATIO_CSTR.CPWIN
again. The value at which the system gets stable again is the critical P-Part Pcrit. Write this value to the table below at the corresponding
engine speed.
18 STOP MEASUREMENT
19 Enable I-Part of HP pump controler again with default values
FPC3_CI_FLOWRATIO_CSTR.CIWIN = default value from reference page (ModasSport Short Key: Ctrl+R)
20 Enable DT1-Part of HP pump controler again with default values
FPC3_CDT1_FLOWRATIO_CSTR.CWIN = default value from reference page (ModasSport Short Key: Ctrl+R)
FPC3_CDT1_FLOWRATIO_CSTR.CNEG = default value from reference page (ModasSport Short Key: Ctrl+R)
FPC3_CDT1_FLOWRATIO_CSTR.CPOS = default value from reference page (ModasSport Short Key: Ctrl+R)
21 Disable the global use of the remote control function.
22 Disable the remote function for the injection fuel quantity.
RMTC_S_FQSC_CUC = 0
23 Set the injection fuel quantity by remote control to 0 [mg/str]
RMTC_Q_FQSC_CW = 0 [mg/str]
24 Disable the remote function for the rail pressure set point.
RMTC_S_FPSC_CUC = 0
25 Set the rail pressure set point by remote control function to 0 [MPa]
RMTC_P_FPSC_CW = 0 [MPa]
26 Evaluate measurement data:
To get the critical frequency of the HP system count e.g. 50 oscillations and measure the time period for all counted
Write both values (number of oscillations and measured time period for all counted oscillations) to the table below at
the corresponding engine speed. The critical frequency fcrit is calculated automatically based on these values.
27 Increase engine speed to the next given engine speed point in the below standing table and then go back to step 5.
In case the maximum given engine speeds can not be reached, fill-in the same values for the missing engine speeds as for the highest
measured engine speed.
When all engine speeds are measured go to the next step (28).
28 Stop the engine!
30 Check that the engine speed set points of the scaling factor curves are calibrated according to the used engine speeds:
FPC3_SF_CP_CUR
FPC3_SF_CI_CUR
FPC3_SF_CD_CUR
FPC3_SF_DT1_CUR
31 Activate use of speed dependent scaling factors again
FPC3_S_CALIBRATION_MODE_CB = 0
32 Now the calibration of the rail pressure controler is finished!
86
Fire the engine
6.7 Calibration of boost pressure controller
The boost pressure controller is calibrated after calibrating boost pressure setpoint for your en-
gine. Then the boost pressure controller parameters (PID parameters) are identified into the small
deviation window. After that, the pre-control map is fine calibrated. To finish, the boost pressure
controller is calibrated outside the small window deviation.
The first step is to define the boost pressure setpoint in all operation range allowed by the engine
without breaking turbocharger and according to the different mechanical stress: surge limit,
maximum boost pressure allowed by the air system (air path, intercooler, and so on…), maximum
temperature after charger, maximum cylinder pressure, maximum temperature before turbine and
maximum turbine speed.
The second step is to calibrate the PID controller parameters using excel file
“Calibration_BoostPressureCtrl.xls” into the small deviation window.
The third step is to adapt the pre-control map to your turbocharger system.
The fourth step is to calibrate the PID controller parameters using excel file
“Calibration_BoostPressureCtrl.xls” outside the small window.
6.7.1 Boost pressure setpoint optimization
The aim is to have the maximum inducted air mass into the engine at full load. Doing so, you have
to monitor at any operating point the:
- Charger surge
- Maximum boost pressure allowed by the system (usually no more than 3.5[bar] with series
parts)
- Temperature after charger (usual series between 200[°C] and 250[°C])
- Maximum cylinder pressure
- Temperature before turbine (usual series between 800[°C] and 860[°C])
- Turbocharger speed.
A fault in these calibrations/monitoring can force serious damage to the engine!
BPCO_P_BASE_GMP boost pressure setpoint

Corresponding MODAS-Worksheet: Boost_Pressure.mxws
The boost pressure setpoint optimization is calibrated using the maximum injection quantity
allowed by the engine for the different engine speeds (full load). Start with the engine speed at
1000[rpm] and repeat the procedure at each 500[rpm] until the maximum engine speed of your
87
Fire the engine
engine. For each engine speed, the maximum boost pressure is defined by closing gradually the
turbine using BPCO_DC_PRECON_GMP (increase by step of 2[%]) until to reach one limit of the
mechanical stress or 100[%]. If the pre-control is set to 100[%] without reaching one mechanical
stress limit, you can increase the fuel quantity injected (step by 1[mg/stroke]) to increase turbine
energy. The maximum allowed boost pressure is in this way characterized.
In order to proceed with the calibration in this topic, all calibrations of the previous chapters have
to be finished.
The following picture gives an example of the maximum boost pressure shape at full load. Three
different areas are distinguished.
First area: low engine speed, maximum allowed boost pressure is set by limit of charger surge or
turbine energy.
Second area: middle engine speed, maximum allowed boost pressure requirement depending
basically on air system limits.
Third area: high engine speed, maximum boost pressure is limited mainly by temperature after
charger and turbocharger speed.
Example of maximum boost pressure at full load
2500
2300
2100
Boost pressure setpoint (mbar)
1900
Maximum
1700 boost
pressure
1500
1300
1st area 2nd area 3rd area
1100
900
500 1500 2500 3500 4500 5500
Engine speed (min-1)
According to the results of the maximum boost pressure, you may use excel file
“Calibration_Boost_pressure_setpoint.xls” to generate the boost pressure setpoint map
BPCO_P_BASE_GMP using the sheet “Boost_pressure_setpoint” by fulfilling the green cells.
For each engine speed, we recommend you to use the same engine quantity breakpoints in the
three follwing maps: BIMI_PHI_BASE_MAP, BPCO_P_BASE_GMP and BPCO_DC_PRECON_GMP.
88
Fire the engine
6.7.2 Calibration of boost pressure control parameters
BPCO_S_CLOSEDLOOP_CB Switch to enable/disable the governor (closed loop)

BPCO_P_CSTR.CPNEG Ratio to calculate P-part amplification in large negative window
BPCO_P_CSTR.CPPOS Ratio to calculate P-part amplification in large positive window
BPCO_P_CSTR.CPWIN P-part small signal amplification
BPCO_P_CSTR.WINEG Negative window for small P-part signal amplification
BPCO_P_CSTR.WIPOS Positive window for small P-part signal amplification
BPCO_I_CSTR.CINEG Ratio to calculate I-part amplification in large negative window
BPCO_I_CSTR.CIPOS Ratio to calculate I-part amplification in large positive window
BPCO_I_CSTR.CIWIN I-Part small signal amplification
BPCO_I_CSTR.WINEG Negative window for small I-part signal amplification
BPCO_I_CSTR.WIPOS Positive window for small I-part signal amplification
BPCO_CDT1_CSTR.CD DT1-CD-parameter
BPCO_DT1_CSTR.T1 DT1-T1 parameter boost pressure controller
BPCO_PT1_CSTR.T1 T1 parameter for PT1 for boost pressure input value
The boost pressure controller is calibrated through an air system characterization on 4 operating
points (2 engine speeds X 2 loads). For each engine speed, the fuel injection quantity has to be
the maximum allowed by the engine (full load). For the other 2 operating points, the fuel injection
quantity has to be medium (for example around 30-40[mg/stroke] depending on your engine). In
order to proceed with the calibration in this topic all calibrations of the previous chapters have to
be finished.
The resulting boost pressure control parameters of the calibration will be valid also for the whole
operating range.
For each engine speed, we recommend you to use the same engine quantity breakpoints in the
three follwing maps: BIMI_PHI_BASE_MAP, BPCO_P_BASE_GMP and BPCO_DC_PRECON_GMP.
The following table is an extract of the excel file “Calibration_BoostPressureCtrl.xls” showing the
calibration process for the boost pressure controller. The excel file contains a sheet called “Cali-
bration” in which all necessary calculations are done that should be used to do the calibration.
89
Fire the engine
1 In order to proceed with the calibration in this topic all calibrations of the previous chapters in word file have to be finished.
So you have a new boost pressure setpoint according to your engine.
2 Check at every engine parameter change the mechanical stress : charger surge, maximum boost pressure allowed by the air system (air
path, intercooler and so on…), maximum temperature after charger, maximum cylinder pressure, maximum temperature before turbine
and maximum turbocharger speed. A fault in these calibrations/monitoring can force serious damage to the engine!
3 Start the engine

4 To enable the boost pressure governor, check that BPCO_S_CLOSEDLOOP_CB = 1 and fuel quantity setpoint is higher than the fuel
quantity calibrated in BPCO_Q_GOVOFF_CUR.
5 Run engine at below given first engine speed (default 1000[rpm]). When the engine is running stable proceed with next step.
Set BPCO_P_CSTR.WIPOS = 3000[hPa]
Set BPCO_P_CSTR.WINEG = -3000[hPa]
7 Go slowly to the chosen operating point (engine speed and fuel quantity) while adjusting turbocharger pre-control if needed.
When the operating point is the full load, decrease sligthly the boost pressure and fuel quantity setpoint in order to avoid mechanical
stress with the boost pressure oscillations.
8 Check that the engine is running stable.
9 Wait until the boost pressure is stabilized and then check that I-Part of boost pressure controller is disable
BPCO_I__CSTR.CIWIN = 0
10 Wait until the boost pressure is stabilized and then check that DT1-Part of boost pressure controller is disable
BPCO_CDT1_CSTR.CD = 0
11 START MEASUREMENT
12 Increase P-Part of boost pressure BPCO_P_CSTR.CPWIN slowly until the boost pressure starts to oscillate heavily.
13 Let the boost pressure oscillate for ~15[s] before you start to decrease the P-Part of the boost pressure BPCO_P_CSTR.CPWIN again.
The value at which the system gets stable again is the critical P-Part Pcrit. Write this value to the relevant table on sheet "Calibration" at
the corresponding operating point.
14 STOP MEASUREMENT
15 Evaluate measurement data:
To get the critical period of the boost pressure system count e.g. 10 oscillations and measure the time period for all
counted oscillations.
Write both values (number of oscillations and measured time period for all counted oscillations) to the relevant table
on sheet "Calibration" at the corresponding operating point. The critical period tcrit, the I-part and D-part are
calculated automatically based on these values and the Pcrit.
16 Change the operating point to the next in the relevant table on sheet "Calibration" and then go back to step 7.
In case the maximum given engine speeds can not be reached, fill-in the same values for the missing engine speeds as for the highest
measured engine speed.
When all operating points are measured go to the next step (17).
17 Stop the engine!
19 Now the calibration of the boost pressure controller is finished!
Corresponding excel file: “Calibration_BoostPressureCtrl.xls” – sheet “HowTo”
Before going on with the boost pressure controller calibration, you have to optimize the full load,
see chapter “Torque limitation”. Indeed, step load from 0% to 100% is necessary to finish boost
pressure controller calibration. To avoid damages on engine and to adapt the boost pressure
controller to your engine, it’s better to optimize full load now. According to this remark, it’s nec-
essary to do boost pressure and full load optimizations in parallel.
90
Fire the engine
6.7.3 Calibration of boost pressure pre-control map


BPCO_N_ACO Definition of map setpoints (engine speed)
BPCO_Q_ACO Definition of map setpoints (injection quantity)
In order to proceed with the calibration in this topic all calibrations of the previous chapters and
chapter “Torque limitation” have to be finished, especially boost pressure setpoint map and main
injection angle map.
Open duty cycle of I-part limitation completely. Set BPCO_DC_IMIN_CW = -100% and
BPCO_DC_IMAX_CW = 100%.
From 1000[rpm] to maximum engine speed by step of 500[rpm], measure bpco_dc_out_w (final
output of duty cycle boost pressure) for different fuel injection quantity including full load.
Recommendation: choose the values of fuel injection quantity setpoints in the map
BPCO_DC_PRECON_GMP.
Fill in the results in the BPCO_DC_PRECON_GMP map. Now the calibration of the pre-control map
is finished.
Doing so, you have to monitor at any operating point the:

- Charger surge
parts)
91
Fire the engine
6.7.4 Calibration of boost pressure controller in large window
BPCO_S_CLOSEDLOOP_CB Switch to enable/disable the governor (closed loop)

BPCO_P_CSTR.CPNEG Ratio to calculate P-part amplification in large negative window
BPCO_P_CSTR.CPPOS Ratio to calculate P-part amplification in large positive window
BPCO_P_CSTR.CPWIN P-part small signal amplification
BPCO_P_CSTR.WINEG Negative window for small P-part signal amplification
BPCO_P_CSTR.WIPOS Positive window for small P-part signal amplification
BPCO_I_CSTR.CINEG Ratio to calculate I-part amplification in large negative window
BPCO_I_CSTR.CIPOS Ratio to calculate I-part amplification in large positive window
BPCO_I_CSTR.CIWIN I-Part small signal amplification
BPCO_I_CSTR.WINEG Negative window for small I-part signal amplification
BPCO_I_CSTR.WIPOS Positive window for small I-part signal amplification
BPCO_CDT1_CSTR.CD DT1-CD-parameter
BPCO_DT1_CSTR.T1 DT1-T1 parameter boost pressure controller
BPCO_PT1_CSTR.T1 T1 parameter for PT1 for boost pressure input value

For each engine speed (from 1000[rpm] to maximum engine speed by step of 500[rpm]), perform
engine step load characterization: first begin with low step loads (10, 20, 30%) and then perform
final validation with 100% step load.
Overshoot, undershoot have to be between 5% and 10% from the boost pressure setpoint. If it’s
not the case, you have to change the positive and negative ratio to calculate the different PI pa-
rameters in large window (BPCO_P_CSTR.CPNEG, BPCO_P_CSTR.CPPOS, BPCO_I_CSTR.CINEG
and BPCO_I_CSTR.CIPOS). You can use excel file “Calibration_BoostPressureCtrl.xls”.
Doing so, you have to monitor at any operating point the:

- Charger surge
parts)
Now the calibration of the boost pressure controller is finished!
92
Fire the engine
6.8 Calibration of friction map
QFRI_Q_FRICTION_MAP Friction fuel quantity map

RMTC_S_VS100_CB Main Switch to enable remote control function RMTC
RMTC_S_LISC_CB Switch to enable remote control mode for funtion LISC
RMTC_N_LISC_CW Remote control value for low idle speed set point (lisc_n_w)
Corresponding Excel-Data: Calibration_FrictionQuantity.xls

Corresponding MODAS-Worksheet: FrictionQuantity.mxws
The friction map contains the necessary injection fuel quantity (fqsc_q_w) to keep the engine
running without load. The necessary injection fuel quantity (fqsc_q_w) changes depending on the
engine speed (eess_n_avg_w) and the engine temperature (ects_t_w). The higher the engine speed
(eess_n_avg_w) and the lower the engine temperature (ects_t_w), the more injection fuel quantity
(fqsc_q_w) is necessary to keep the engine running.
To calibrate the friction map QFRI_Q_FRICTION_MAP the function of the low idle controller can be
used. For this the low idle speed set point has to be changed by remote control to the engine
speed set points of the friction quantity map QFRI_Q_FRICTION_MAP.
The calibration of the friction quantity values at low engine temperatures is difficult, because the
engine heats up quite fast. So you have to take care for the good engine temperature set point.
Best possibility is
The following table is an extract of the excel file “Calibration_FrictionQuantity.xls” showing the
calibration process for the friction quantity.
93
Fire the engine
1 Start the engine /!\first prepare whole dataset through Application Guide /!\
2 Set first engine speed set point in friction map QFRI_Q_FRICTION_MAP equal to the low idle speed set point under normal conditions -
default: 1000[rpm].
3 Wait until the engine speed (eess_n_avg_w) is stabilized to the low idle speed set point (lisc_n_w) and then copy the present injection
fuel quantity (fqsc_q_w) to the corresponding working point in the friction map QFRI_Q_FRICTION_MAP - take care of the engine
temperature (ects_t_w).
=> IMPORTANT: In case the absolute difference between the new and the old friction quantity is bigger than 30% of the old value, it is
recommended to do the change of the value in two or more steps, because the friction quantity is taken as pre control for the low idle
controller and too big changes may have a too big influence on the control behavior.
4 Set the low idle speed set point using the remote control function to the next engine speed set point of map QFRI_Q_FRICTION_MAP.
RMTC_N_LISC_CW = next engine speed set point of map QFRI_Q_FRICTION_MAP

5 Enable the remote function for the low idle speed set point.
RMTC_S_LISC_CB = 1
7 Check that the low idle speed set point lisc_n_w is equal to RMTC_N_LISC_CW.
8 Wait until the engine speed (eess_n_avg_w) is stabilized to the low idle speed set point (lisc_n_w) and then copy the present injection
fuel quantity (fqsc_q_w) to the corresponding working point in the friction map QFRI_Q_FRICTION_MAP - take care of the engine
temperature (ects_t_w).
=> IMPORTANT: In case the absolute difference between the new and the old friction quantity is bigger than 30% of the old value, it is
recommended to do the change of the value in two or more steps, because the friction quantity is taken as pre control for the low idle
controller and too big changes may have a too big influence on the control behavior.
10 Disable the remote function for the low idle speed set point.
RMTC_S_LISC_CB = 0
11 Set the low idle speed set point by remote control function to 0 [rpm]
RMTC_N_LISC_CW = 0 [rpm]
12 In case the last engine speed set point of map QFRI_Q_FRICTION_MAP was not reached yet jump back to step 4. Otherwise proceed
with the next step.
13 Stop the engine! Calibration is finished!
Corresponding excel file: “Calibration_FrictionQuantity.xls” – sheet “HowTo”
94
Fire the engine
6.9 Calibration of necessary fuel quantity limitations

(Torque, HighIdle, Smoke)
The available fuel quantity limitations include torque limitation, smoke limitation, and the maxi-
mum enginee speed limiter. All these three functions must all be fully calibrated to assure that the
engine won’t experience mechanical failure during operation. During testing you can see which
calibration parameter is limiting the fueling by observing ‘fqsc_s_uc’.
6.9.1 Torque limitation


FLIM_N_TLIM_ACO Engine speed coordinates for torque limit maps
FLIM_T_TLIM_ACO Temperature coordinates for torque limit maps
Corresponding Excel-Data: Calibration_TorqueLimitation.xls

In order to proceed with the calibration in this topic all calibrations of the previous chapters have
to be finished.
Seeing that the air system and fuel injection equipment are well calibrated, the goal is now to
optimize the full load within the thermo mechanical stress limits of your engine.
Parameter FLIM_Q_TLIM_GMP is used for the calibration of maximum fuel quantity (full load)
based on engine speed (eess_n_avg_w) and boost temperature (ebts_t_w).
To calibrate FLIM_Q_TLIM_GMP, operate the engine at full load while monitoring carefully the
limits for
- Cylinder pressure (usually no more than 200[bar] with series parts).
- Somke opacity (usually no more than 4[SZ] in series engines).
- Temperature before turbine (series parts: usually between 800[°C] and 860[°C]).
Also monitor the critical engine parameters (coolant temp, oil pressure, oil temperature…).
Be careful: don’t forget to finish boost pressure controller calibration after full load optimization
(go on with the chapter “boost pressure pre-control map”). Keep in mind that full load and boost
pressure optimizations have to be done in parallel.
The following table is an extract of the excel file “Calibration_TorqueLimitation.xls” showing the
calibration process for the torque limitation.
95
Fire the engine
1 During normal operation the torque limitation is used to secure the engine from damage by too high
thermo mechanical stress coming from the combustion power. The combustion power (=torque) is di-
rectly linked to the injected fuel quantity - so if the injected fuel quantity is limited, this also limits the
torque of the engine.
2 The limit of maximum allowed engine torque is usually given by the following requirements:
-> Rrail pressure
-> Maximum cylinder pressure
-> Temperature before turbine
-> Boost pressure which is itself a consequence of turbocharger requirements (surge limit, charger speed
limit, temperature after charger..)
-> Smoke opacity
.../!\ and more/!\ ...
3 By calibrating FLIM_Q_TLIM_GMP, the injected fuel quantity is limited to a level at which the maximum
torque of the engine is reached without exceeding any thermo mechanical requirement.
4 As 1st approach regarding fine calibration of FLIM_Q_TLIM_GMP, the following steps have to be fol-
lowed at each relevant engine speed :
-> drive the engine in full-load at the right speed
-> increase step-by-step (0,2[°Cr]) injection angle in BIMI_PHI_BASE_MAP until the maximum cylinder
pressure target (engine manufacturer data) is reached
-> increase step-by-step (0,3 [mg/str]) fuel quantity in FLIM_Q_TLIM_GMP until smoke opacity target
and/or temperature before turbine target is (are) reached.
At low engine speed, fuel injection quantity is usually limited by smoke opacity. At high engine speed,
fuel injection quantity is usually limited by temperature before turbine.
5 Be careful: maximum thermo mechanical stress of your engine doesn’t mean maximum engine power
and torque.
6 As 2nd approach regarding fine calibration of FLIM_Q_TLIM_GMP, check that the thermo mechanical
stress limits reached corresponds to maximum engine power and torque. For that, the following steps
have to be followed at each relevant engine speed:
-> At the same relevant temperature before turbine in full load, Increase or decrease main injection angle
step by step (0.2[°Cr]) in BIMI_PHI_BASE_MAP according to maximum cylinder pressure allowed by
your engine. Check the engine power and torque variation.
-> Do the same with fuel injection quantity step-by-step (0,3 [mg/str]) in FLIM_Q_TLIM_GMP. Check the
engine power and torque variation.
Doing so, you have to monitor at every parameters changing all the thermo mechanical stress defined by
your engine manufacturer.
7 The full load is calibrated when you have optimized those parameters.
8 Important recommendation 1 : During full load calibration the following aspects have to be monitored
extremely carefully (risk of serious engine damages) :
-> rail pressure
-> cylinder pressure (cylinder pressure sensor(s) is (are) mandatory for this task)
-> temperature before turbine (temperature before turbine sensor(s) is (are) mandatory for this task)
-> air system : turbocharger speed, temperature after charger, charger surge, boost pressure (associated
sensors are
mandatory for this task)
-> smoke opacity and/or lambda
-> engine oil/water temperatures/pressures
Important recommendation 2 : Before calibrating full load, thermo mechanical targets and their margins
to the associated
requirements have to be defined.
Example: turbocharger speed requirement = 180 krpm => defined target = 170 krpm (10 krpm margin
dedicated to boost pressure
controller overshoot).
By doing this, the overall thermo mechanical stress of the engine and then the maximum allowed full load
level are set.
Important recommendation 3: Before calibrating full load, the relevant controllers have to be checked
(rail pressure, boost
pressure...).
96
Fire the engine
Important remark: 2 nd step approach is illustrated by graphics below.
Cylinder pressure variation @

4250 rpm
190  4,0
Main injection timing variation

185
@ the same rail pressure, boost
pressure and temperature be-
180 fore turbine 3,5
Output (kW) // pCyl (bar)
Output (kW)
175
Cylinder pressure (bar)
Smoke (SZ)
Smoke (SZ)
170 3,0
165
160 2,5
155
150 2,0
14,0 15,0 16,0 17,0 18,0 19,0 20,0 21,0 22,0 23,0 24,0
Main injection timing (°Crs)
Increase of thermo-mechanical Increase of thermo-mechanical stress

stress with output increase w/o output increase
Graphic 28: example of full load optimization through main injection angle variation  max engine
output is not reached at max cylinder pressure!!
97
Fire the engine
850 7,0
Lambda variation @ 2000 rpm

800 6,0
Temperature before turbine (°C) // Torque (Nm)

Fuel quantity variation @ the same pRail,
750 boost pressure, cylinder pressure 5,0
700 4,0
Smoke (SZ)
650 3,0
600 2,0
550 Torque (Nm) 1,0

Temperature before turbine (°C)
Smoke (SZ)
500 0,0
0,80 0,90 1,00 1,10 1,20 1,30 1,40
Lambda (-)
+100 Nm…with…
+5 Nm…but…
Graphic 29: example of full load optimization through fuel quantity variation the best compro-
mise between torque / fuel consumption / smoke is not reached at the highest fuel quantity set-
point!!
So the full load is now fine calibrated.

At each relevant engine speed, the main injection angle values at part load (bimi_phi_w from
BIMI_PHI_BASE_MAP) can be updated with the value set during full load optimization.
However, the low idle area in the map BIMI_PHI_BASE_MAP has to be the main injection angle
values defined during the low idle calibration.
Alternatively, if you want to optimize main injection angle at part load, you have to use the chapter
“Adjust injection timing regarding cylinder pressure”.
In order to avoid high slope in main injection angle during engine runs, the main injection angle
variation have to be smooth within map BIMI_PHI_BASE_MAP.
Be careful: don’t forget to finish boost pressure controller calibration after full load optimization
(go on with the chapter “boost pressure pre-control map”). Keep in mind that full load and boost
pressure optimizations have to be done in parallel.
98
Fire the engine
6.9.2 Smoke limitation

Corresponding Excel-Data: Calibration_SmokeLimitation.xls

Parameter FLIM_Q_SMOKE_MAP is used to limit the smoke opacity when the airflow is not enough
to allow proper combustion of all the fuel. Usually, this limit is reached under engine transient
conditions when the turbo has not built sufficient boost pressure yet (see chapter “Fuel limitation
(FLIM)”).
Smoke limitation / Torque limitation on an engine load step (0% -> full load)
120 Transient phases : Full load reached : 3000

=> Boost pressure build-up => Boost pressure at high level
=> Fuel quantity limited by smoke limiation => Fuel quantity limited by torque limitation
100 2500
80 2000
Fuel quantity [mg/str]
Boost pressure [hPa]
flim_q_torque_w [mg/str]
flim_q_smoke_w [mg/str]
60 1500 fqsc_q_w [mg/str]
eapp_pv_w [%]
ebps_p_w [hPa]
40 1000
20 500
0 0
38,5 39 39,5 40 40,5 41 41,5
Time [s]
The axes for FLIM_Q_SMOKE_MAP are engine speed (eess_n_avg_w) and calculated air mass in the
cylinder (ciam_m_air_w). If the values in this map are calibrated too large, you will have excessive
smoke and poor fuel economy because of incomplete combustion. If the values are set too small,
the fuel will be restricted when it isn’t necessary and the turbo lag will be excessive causing poor
driveability.
99
Fire the engine
The following table is an extract of the excel file “Calibration_SmokeLimitation.xls” showing the
calibration process for the smoke limitation.
1 In order to proceed with the calibration in this topic all calibrations of the previous chapters in word file have to be finished.
2 During normal operation, smoke limitation works as fuel quantity limitation during transient phases. Indeed, the boost pressure has not
been built up during those phases. So, to have an efficient combustion without increasing smoke opacity, it's necessary to limit the fuel
quantity.
3 Use sheet "Normal_Calibration". Only change green cells.
4 Start the engine
5 Run engine at full load. Start at the low engine speed point in the map and progress stepwise (by 250[rpm]) until the maximum allowed
engine speed (eess_n_avg_w).
6 Check that the engine is running stable and that the engine thermo mechanical stress is ok.
7 For each engine speed, measure the air flow mass (ciam_m_air_w) and the fuel quantity (fqsc_q_w).
8 Check that the fuel quantity (fqsc_q_w) corresponds to the maximum fuel quantity (full load, flim_q_tlimraw_w or flim_q_torque) at the
maximum pedal position (eapp_pv_w = 100%)
9 Write the values (ciam_m_air_w, fqsc_q_w) to the relevant table on sheet "Normal_Calibration" at the corresponding engine speed.
10 The smoke map FLIM_Q_SMOKE_MAP is generated automatically using the calculated lambda at full load (ciam_m_air_w and
fqsc_q_w): a ratio decrease is applied on the calculated lambda at full load depending on the chosen compromise between driveability
and smoke opacity. The default value of ratio decrease is set at 30% => higher values lead to higher smoke opacity and better engine
driveability.
11 Calibrate the data, which are inside the light-green cells to the corresponding calibration labels, using the calibration tool MODAS Sport
(copy and paste from Excel to MODAS Sport is basically possible apart from axis values of curves and maps)
12 The smoke map FLIM_Q_SMOKE_MAP is now calibrated.
6.9.3 High idle speed


To secure the engine from over speeding the engine speed can be limited with the high idle con-
troller. The maximum allowed engine speed is calibrated with the engine temperature (ects_t_w)
dependent calibration label HISP_N_BASE_CW.
The cut-in engine speed (hisp_n_cutin_w) of the high idle controller is set with the calibration label
HISP_N_DROOP_CW.
The earlier the high idle cut-in engine speed (hisp_n_cutin_w) is calibrated the earlier the engine
performance is limited by reducing the injection quantity. Also the high idle speed controller
quality regarding under- and overshoots is better with an early high idle cut in engine speed
(hisp_n_cutin_w) as soon as the high idle speed set point (hisp_n_w) is reached.
On the other side a late high idle cut-in engine speed (hisp_n_cutin_w) helps to increase the us-
able engine speed range, but the high idle controller quality may be bad influenced.
100
Fire the engine
6.10 Adjust injection timing regarding cylinder pressure at

part load
Target of the calibration is to adjust the beginning of injection angle (bimi_phi_w) until the maxi-
mum of the cylinder pressure curve is at ~10[°Crk] after TDC over the complete engine speed
range using the same injection fuel quantity (fqsc_q_w) in all operating points.
To achieve an easy way of calibration the used injection fuel quantities (fqsc_q_w) and engine
speeds should correspond to the axis set points of map BIMI_PHI_BASE_MAP.
Important remarks:
1/ This chapter doesn’t apply to main injection angle at full load seeing that full load calibration
has been already performed in chapter “Torque limitation”
2/ When you perform injection timing adjustements at part load, consider the injection angle at
full load as the maximum allowed angle. Indeed, at each engine speed, main injection angle usually
increases depending on injected fuel quantity (fqsc_q_w).
BIMI_PHI_BASE_MAP Base angle map for begin of main injection

Corresponding Excel-Data: Calibration_PCylinder_via_BIMI.xls

Corresponding MODAS-Worksheet: InjectionAngle.mxws
BASICS:
The behavior / shape of the cylinder pressure can be affected by two parameters: fuel quantity
(fqsc_q_w) and beginning of injection angle of the main injection (bimi_phi_w).
The maximum cylinder pressure value is mainly influenced by the beginning of injection angle of
the main injection (bimi_phi_w) and by the injection fuel quantity (fqsc_q_w)
Both parts (maximum cylinder pressure and shape) must be well adjusted to avoid any damage to
the engine.
Problem with too high cylinder pressure:

In case the maximum cylinder pressure is too high, this can seriously damage the engine mechan-
ics.
The maximum cylinder pressure value must be provided by the engine (and piston) manufacturer
(a typical value of the maximum allowed cylinder pressure for production engines is 150…180bar).
 Solution to avoid too high cylinder pressure: reduce the calibrated beginning of injection angle.
101
Fire the engine
Problem with too much advanced position of maximum cylinder pressure:

In case the position of the maximum cylinder pressure regarding the TDC is too much advanced,
this might reduce the torque of the engine, because the combustion force could start working
against the normal piston movement. Additional at high engine loads the piston / engine might be
seriously damaged.
 Solution to retard the position of the maximum cylinder pressure: reduce injection angle at the
corresponding working point in map BIMI_PHI_BASE_MAP.
Attention: Doing so, you have to monitor the exhaust gas temperature limits!
Problem with too late position of maximum cylinder pressure:

In case the position of the maximum cylinder pressure regarding the TDC is too late, this for sure
will reduce the torque of the engine, because the use of the combustion force is not optimized
(and it is already working against the compression of the other cylinders). Additional a late injec-
tion will increase the exhaust temperature, which can become a problem for the turbo charger.
And finally depending on the position of the combustion the opening / closing valves of the cylin-
der can be melted.
A good position for the maximum of the cylinder pressure to secure the engine at part load is at
about 10[°Crk] after TDC.
 Solution to advance the position of the maximum cylinder pressure: increase injection angle at
the corresponding working point in map BIMI_PHI_BASE_MAP.
Hint: The maps, beginning of injection angle (BIMI_PHI_BASE_MAP) and pre control of the boost
pressure controller (BPCO_DC_PRECON_GMP) should have the same axis set points (there are
less X-axis set points for BPCO_DC_PRECON_GMP than for BIMI_PHI_BASE_MAP, so they have to
be a subset).
The explanation for the calibration of BPCO_DC_PRECON_GMP is given in chapter “Calibration of
boost pressure controller”.
Calibration of BIMI_PHI_BASE_MAP:
For the calibration in this chapter the engine load at different engine speeds (covering the full
engine speed range except for full load) must be adjusted to always the same injection fuel quan-
tity of 30[mg/str]. The engine speeds to use are given by the X-axis set points of the map
BIMI_PHI_BASE_MAP. They are going to be used one after the other (see table below).
It is recommended to use the same axis set points in the maps of function BIMI and BPCO if pos-
sible, in order to do both calibrations in the same engine operating points.
102
Fire the engine
1 Start the engine

2 Run the engine with the engine speed (eess_n_avg_w) given by the first X-axis set point after low idle speed of the map
BIMI_PHI_BASE_MAP.
3 Adjust the engine load using the break of the dyno until an injection fuel quantity of 30[mg/str] (fqsc_q_w) is injected.
Hint: At low engine speeds an injection fuel quantity of 30[mg/str] might be not possible due to SMOKE- and/ or TORQUE-limitations. In
this case adjust the engine load using the break of the dyno until one Y-axis setpoint (fqsc_q_w) of BIMI_PHI_BASE_MAP is matched -
available default Y-axis set points: 5[mg/str], 10[mg/str], 15[mg/str], 20[mg/str], 25[mg/str].
4 Fix the injection fuel quantity (fqsc_q_w) using the remote control function to the closest Y-axis set point of BIMI_PHI_BASE_MAP in
order to get stable injection fuel quantity conditions.
RMTC_Q_FQSC_CW = fqsc_q_w [mg/str]
5 Enable the remote function for the injection fuel quantity.
RMTC_S_FQSC_CUC = 1
7 Check that the injection fuel quantity (fqsc_q_w) is equal to the value set in RMTC_Q_FQSC_CW
8 Change the beginning of injection angle (bimi_phi_w) at the given working point in map BIMI_PHI_BASE_MAP until the maximum of the
cylinder pressure curve is at 10[°Crk] after TDC.
For the fine calibration of the injection timing it is recommended to use increment-/decrement-steps of 0,1[°Crk]. After each calibration
step wait a couple of seconds to see the influence of the calibration change to the cylinder pressure.
9 Extrapolate the calibrated angle in the present working point to the not yet calibrated adjacent cells in order to have already a good
calibration forecast for working points that were not checked yet. For the extrapolation please follow the below given rules:
1) Adjacent cell with higher engine speed set point: increase calibration for beginning of injection angle
2) Adjacent cell with lower engine speed set point: reduce calibration for beginning of injection angle
3) Adjacent cell with higher fuel injection quantity set point: increase calibration for beginning of injection angle
4) Adjacent cell with lower fuel injection quantity set point: reduce calibration for beginning of injection angle
10 After the calibration of the beginning of injection angle (bimi_phi_w) in this working point is finished and the position of the maximum
cylinder pressure is in the correct position of ~10[°Crk] disable the remote control function again.
12 Disable the remote function for the injection fuel quantity.
RMTC_S_FQSC_CUC = 0
13 Set the injection fuel quantity by remote control to 0 [mg/str]
RMTC_Q_FQSC_CW = 0 [mg/str]
14 If the maximum engine speed is not reached yet, proceed with step 16 otherwise jump to step 19.
15 Change the engine speed (eess_n_avg_w) to the next engine speed set point given by the X-axis of BIMI_PHI_BASE_MAP.
16 While changing the engine speed and engine load to reach the next set point of the map BIMI_PHI_BASE_MAP the cylinder pressure
signal(s) have to be checked the whole time for the following three cases:
1) The position of the max cylinder pressure is (much) earlier than 10[°Crk] after TDC => roughly reduce the
beginning of injection angle at the present working point until the position of the maximum cylinder pressure is in the
area of 10[°Crk] after TDC.
2) The position of the max cylinder pressure is (much) later than 10[°Crk] after TDC => roughly increase the
beginning of injection angle at the present working point until the position of the maximum cylinder pressure is in the
area of 10[°Crk] after TDC.
17 Jump back to step 3.
Corresponding excel file: “Calibration_PCylinder_via_BIMI.xls” – sheet “HowTo”
103
Fire the engine
Calibration target: When the calibration work in this chapter is finished the shape of the position
of the maximum cylinder pressure for an injection fuel quantity (fqsc_q_w) of 30[mg/str] (at low
engine speeds for smaller injection fuel quantities) must be at ~10[°Crk] after TDC for the com-
plete engine speed range.
Additional the injection begin angle for the adjacent cells in map BIMI_PHI BASE_MAP are extrapo-
lated according to the real calibrated values to ensure a safe operation of the engine.
The following picture gives an example for the shape of the cylinder pressure signal. The angle
values and the level of the maximum pressure depend on the specific engine. For sure they will be
different, but the shape of the signal has to be similar.
Example for cylinder pressure shape

Cylinder Pressure TDC
22 20 18 16 14 12 10 8 6 4 2 0 -2 -4 -6 -8 -10 -12 -14 -16 -18 -20 -22 -24 -26 -28 -30 -32 -34 -36 -38 -40 -42 -44 -46 -48 -50 [°Crk]
0 0.5 1 4 12 22 31 39 44 50 55 70 100 135 160 177 179 175 167 156 140 125 110 96 82 70 59 48 38 29 21 15 10 7 4 2 0 [Bar]
TDC 200
0 0 [°Crk] Cylinder Pressure
0 200 [Bar]
180 TDC
Max Position Max Position
-9 160
-9 [°Crk]
0 200 [Bar]
Zylinder pressure [bar]
140
120
100
80
60
40
20
0
30 20 10 0 -10 -20 -30 -40 -50 -60
Crank angle [°]
Graphic 27 (Calibration_CylinderPressureShape.xls )
104
Fire the engine
6.11 Calibration to improve the engine performance
So far the performed calibration work should cover the following engine settings:
- Reliable engine start without big overshoots in engine speed when low idle speed set point
is reached the first time
- Stable engine operation in low idle controller with small oscillations and good injection
quantity pre control coming from the friction map so that there is only small PID controller
interference
- Good rail pressure build-up during engine start until rail pressure set point is reached
- Accurate HP pump pre control command to have only small PID-rail pressure controller in-
terference and to minimize the necessary rail pressure controller adaptation.
- Stable rail pressure control on rail pressure set point
- Fast reaction of rail pressure to changes in the rail pressure set point without too big over-
/ undershoots when the set point is reached
- Maximum boost pressure setpoint adapted to your engine configuration.
- Stable boost pressure control on boost pressure setpoint.
- Full load optimization with main injection angle, fuel quantity calibrated for your specific
engine
- Smoke limitation well calibrated to ensure a fast engine reaction without high smoke opac-
ity.
- Limitation of engine speed to the maximum allowed value in combination with a fitting cut-
in engine speed of the high idle controller.
Now the calibration work proceeds in order to set up the maximum performance of the engine.
The engine calibration for performance is a mixture of the chapters
“Torque limiting”
“Calibration of boost pressure controller”
“Calibration of rail pressure controller”
While optimizing the performance calibration the following values need to be monitored very
carefully to their limits.
- Cylinder pressure
- Exhaust gas temperature
- Turbocharger speed
- Torque limitation given by engine mechanics (based on material properties of e.g. crank-
shaft, bearing forces, etc…)
- All the others engine parameters which could have a destructive impact like coolant tem-
perature (ects_t_w), oil pressure (eops_p_w), oil temperature (eots_t_w) and so on…
105
Fire the engine
6.12 Bosch Motorsport support
Thanks to our great experience on Diesel engines, we are able to provide engineering support
according to customer specific needs regarding the following aspects:
- Engine calibration: dataset preparation, first start at dyno, fine optimization at dyno or ve-
hicle
- Software development: update specification and implementation
- Fuel injection equipment upgrade: components choice and delivery within a wide portfolio
including series and sample parts
- Engine management system technical definition: engine control unit/ sensors/actuators
choice and delivery within a wide portfolio including series and sample parts
Feel free to contact Bosch Motorsport at Markgröningen or your local support team (North and
South America, Asia Pacific, UK, France) for further information.
106
Contact
Europe:
Bosch Engineering GmbH
Motorsport
Robert-Bosch-Allee 1
74232 Abstatt
Germany
Phone: +49 7062 911 79101
Fax: +49 7062 911 79104
North and South America:

Bosch Engineering North America
Motorsports
38000 Hills Tech Drive
Farmington Hills, MI 48331-3417
United States of America
Phone: +1 248 876 2977
Fax: +1 248 876 7373
Asia Pacific:
Bosch Engineering Japan K.K.
Motorsport
3-33-8 Tsuruya-cho, Kanagawa-ku, Yokohama-shi
221-0835
Japan
Phone: +81 45 410 1650
Fax: +81 45 410 1651
E-Mail: motorsport@bosch.com
www.bosch-motorsport.com
Status: 31 January 2011
© All rights reserved by Bosch Engineering GmbH,

also for the case of patent reports.
All rights such as copying and forwarding through us.
Modifications reserved.

Bosch Motorsport ECU MS 15 Sport Calibration Guide

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3.3.7.5.2 Fault handling .................................................................................................63

4 Check of correct injection order ......................................................................... 68

6 Fire the engine ..................................................................................................... 77

1.1 Basic information about the MS15 Sport calibration

MODAS Sport configurations

GREY MARKED parts in the calibration guide

LISC = Low idle set point calculation

All Function abbreviations are listed in Appendix A of the MS15 documentation.

3 Before starting the engine

3.1 Check electronic connections of the Harness

3.1.1 Mandatory power supply wiring

3.1.2 Correct connection order of the injectors

b) 6-Cylinder with firing order: 1-5-3-6-2-4

3.2 System overview

NUMBER OF TURBO CONTROL ACTUATORS

MS15 Sport n.a. n.a.

MS15 Sport n.a. n.a.

MS15 Sport n.a. n.a.

MS15 Sport n.a. n.a. n.a.

MS15.x* (Inline) n.a. n.a. n.a.

* MS15.1 or MS15.2 according to injection system of the engine.

3.3 Basic calibrations

3.3.1 Injection quantity

3.3.1.1 Engine Start quantity (STRT)

STRT_N_OFF_CUR Engine speed threshold to switch start to normal operation

Corresponding Excel-data: Calibration_StartQuantity.xls

X-axis - input: Engine temperature (ects_t_w)

Engine speed [rpm]

3.3.1.2 Friction quantity (QFRI)

Corresponding Excel-data: Calibration_FrictionQuantity.xls

[°C] 110 Engine speed [rpm]

3.3.1.3 Fuel limitation (FLIM)

FLIM_Q_TLIM_GMP Fuel limit map for torque limit

Corresponding Excel-data: Calibration_TorqueLimitation.xls

120 Transient phases : Full load reached : 3000

Boost pressure [hPa]

TORQUE Limitation FLIM_Q_TLIM_GMP

SMOKE Limitation FLIM_Q_SMOKE_MAP

Calibration proposal of FLIM_Q_TLIM_GMP for first engine start:

Grouped axis setpoints (used also by the corresponding correction maps)

Y-axis - input: boost temperature (ebts_t_w)

20,0-30,0 40,0 Max. injection

Engine speed [rpm]

Calibration proposal of FLIM_Q_SMOKE_MAP for first engine start:

Air mass [g/str]

3.3.1.4 DRIVER DEMAND VIA PEDAL (DRIV)

DRIV_R_BASE_MAP Driveability map

Corresponding Excel-data: Calibration_DriverDemandViaPedal.xls

3.3.1.5 Energizing time map (DINJ)

DINJ_DT_MI_MAP Duration of main injection

Corresponding MODAS-Worksheet: Injector_MAP.mxws

3.3.2 Begin of injection angle (BIMI)

BEFORE TDC AFTER

Summary of basic information:

3.3.2.1 Engine start beginning of injection angle

BIMI_PHI_STRT_GMP Begin of main injection start map

Corresponding Excel-data: Calibration_InjectionAngle.xls

Grouped axis setpoints

Y-axis - input: coolant temperature (ects_t_w)

Engine Engine speed

temperature -30 [rpm]

3.3.2.2 Normal operation beginning of injection angle